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Business & Commercial Aviation
ALSO IN THIS ISSUE
Approach Impossible
Pilot Report: Bell 505 Jet Ranger X
Two Chances Lost
New Concepts in Charter, Part Two
LEDs Are Lighting the Way
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MAX SPEED: MACH 0.925 • MAX RANGE: 5,000 NM • MAX ALTITUDE: 51,000 FT
OPTIMIZED INTEGRATION
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that continually advances the state of the art. The all-new Gulfstream G500™ offers the exclusive
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Theoretical max range is based on cruise at Mach 0.85 with eight passengers, three crew and NBAA IFR fuel reserves.
Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.
All performance is based on preliminary data and subject to change.
CONTENTS MAY 2017
Business & Commercial Aviation
11 Intelligence
Edited by William Garvey,
Jessica A. Salerno and
Molly McMillin
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66
72
76
FAA Issues Airspace Restrictions for UAVs
ATC Reform May Be Part of
New Infrastructure Plan
76
Avionics Trends
& Updates
Business Airplanes
Update 2017
EASA CS-23 Takes Effect
Aug. 15
Textron Aviation Announces
Turbo Skyhawk JT-A
Features
24
How To Use the
Airplane Charts
40
Reaching the
Unreachables
Fred George
Approach
Impossible
CIT Exits Aircraft Leasing
Market
James Albright
Fast Five With Brandon
“Chair-flying” to
minimums or not at al
Mitchener, CEO, European
Business Aviation Association,
Brussels, Belgium
Making risk management
matter
83 Business Airplane
46
Comparison Charts
DIGITAL EXTRAS
Pilot Report:
Bell 505 Jet
Ranger X
Aaron Smith
Bell hopes to regain
light-turbine glory with
the Model 505
46 60
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Lighting Up
Kirby Harrison
LEDs are changing our
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DOM Notebook:
Letting Go
Mike Gamauf
Knowing when and how to
fire an employee
56
New Concepts in
Charter, Part Two
116
Departments
David Esler
32
Two Chances Lost
Richard N. Aarons
Pilot and mechanic both
miss aileron hookup error
How innovative
commercial operators
are redefining business
aviation charter.
56
7 Viewpoint
8 Readers’ Feedback
34 Accidents in Brief
106 On Duty
110 Advertisers’ Index
104 20/Twenty
116 BCA 50 Years Ago
COVER
Cover photo of the Falcon
8X is courtesy of Dassault
Falcon Jet
www.bcadigital.com
103Marketplace
Business & Commercial Aviation | May 2017 1
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WELCOME TO OUR WORLD
AEROSPACE EVO
INNOVATION TO PERFORM
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dŚĞůĂƚĞƐƚŐĞŶĞƌĂƟŽŶŽĨĂůĞŐĞŶĚĂƌLJĂŝƌĐƌĂŌ
dŚĞǀĂŶƟsKƌĞǁƌŝƚĞƐƚŚĞƌƵůĞƐŽĨĞĸ
ĐŝĞŶĐLJĂŶĚĞůĞŐĂŶĐĞ
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Viewpoint
William Garvey
Editor-in-Chief
william.garvey@penton.com.
Band of Brothers
Being unified and resolute are keys to success
www.bcadigital.com
ISTOCK
THE EFFECTIVENESS OF ANY GROUP, BE IT AN ARMY PLATOON,
Sunday choir or a surgical team in an operating room very
much depends upon agreement among its members. They
must all work to achieve the communal outcome. The shortstop can’t head for the beach because his team is up by three
runs in the sixth. The tanker captain can’t change destinations on a whim.
Like it or not, Washington continues to provide excellent
examples of both outcomes. The country’s highest court now
has a full lineup of “supremes” with the installation of Neil
Gorsuch to the top bench, thanks to the Republicans in the
Senate holding firm. Similarly, the Affordable Care Act, aka
“Obamacare,” continues as the law of the land thanks to the
Democrats holding firm, and the Republicans not.
Similarly, those groups petitioning government must be
clear in their intent and then stay true to the plan, lest fall
short of the goal. Of course, compromises will likely be necessary since that’s a reality of governing and life, after all, but
all eyes must remain fixed on the real prize.
Considering the foregoing, the ongoing fight over the privatization of the U.S. air traffic control system, an idea Cessna
Chairman Emeritus Russ Meyer last year characterized as
“a disaster for general aviation,” has produced some curious,
possibly concerning, signs within the opposition.
One group wrote to members of the House and Senate committees debating the proposal to say it stood against the idea
to “put this vital infrastructure under the control of a private
entity dominated by the commercial airlines.” Such a transfer
of power, it warned, could result in new fees and taxes, block
low-cost competitors, impede access and reduce service to
small communities. The letter concluded, “Please say no to a
privatized air traffic control system.”
Another group wrote citing its concerns and requested
“ample opportunity for all stakeholders and citizens to carefully review, analyze and debate any proposed legislation.”
Now, which of those groups spoke for business and general
aviation, the one unequivocally asking Congress to “just say
no” or the second requesting further analysis and debate?
Surprising to me, the former comprised 10 organizations
including the USA Rice Federation and National Grange,
essentially representing the agricultural industry. Meanwhile, those requesting more review and debate included
the General Aviation Manufacturers Association (GAMA),
National Business Aviation Association (NBAA), National
Air Transport Association (NATA), Experimental Aircraft
Association (EAA), and 11 other business and general aviation organizations.
Since Ed Bolen, the NBAA’s CEO, has been strident,
persistent and quite public about business aviation’s absolute
rejection of the privatization concept — as has the leadership
of most of the other organizations — one is left to speculate
about the reason behind such insipid demands now. I’m told
the group delivered a similar request when privatization was
proposed last year, but that doesn’t explain the why. Could
compromises among the members be a factor?
One of the many concerns about privatization is the introduction of fees for service. After all, someone’s got to pay for
all those controllers, maintainers and administrators and to
keep the lights on.
In last year’s failed proposal, business and general aviation
operators were specifically excluded from any potential ATC
fees, but not FAR Part 135 operators, a fact that did not sit
well with the NATA. There’s a good chance such exclusions
will be repeated, a divide and conquer tactic.
Aircraft Owners and Pilots Association (AOPA) President
Mark Baker says his organization will “strongly oppose user
fees on any segment of GA,” but is less clear on related matters. Then again, AOPA’s most recent legislative focus was
on Third-Class Medical reform, which it won. Now, it’s on a
lobbying crusade to have the government curtail FBO ramp
fees and fuel pricing and guarantee unencumbered access
between the ramp and parking lot — moves to which fellow
petitioner NATA strongly objects.
That there are divisions and different priorities among
the several aviation organizations is a given. It’s always been
so. However, those differences can be exploited by outsiders,
including legislators and business interests, to their benefit.
Transferring control of ATC to a semiprivate entity is a
flawed “solution” to a nonexistent problem and one that poses
a real threat to the well-being of non-airline operators. However, its opposition must stand united and resolute, or this
ever-recurring proposition could ultimately prevail. BCA
Business & Commercial Aviation | May 2017 7
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8 Business & Commercial Aviation | May 2017
I read “Less is More: Merit in Cockpit Minimalism” (March
2017, page 38) with great interest. Having played a small part
in this revolution, I can comment on some issues that presented
themselves early on.
Collins Avionics attracted some brilliant engineers and their
efforts changed how we fly airplanes today. Inventions such
as the horizontal situation indicator (HSI) and flight director
(FD), as well as the now commonplace command V-bars, are
just a sample of their breakthroughs.
When EFIS first appeared, there was heartburn as to its
benefit. Mal Harned, then senior vice president of engineering
at Cessna, best summed this up saying, “This looks like a very
eloquent solution to a non-problem.”
Of course, OEMs didn’t have the advantage of knowing that
follow-on technology in navigation and systems would require
the additional display capability.
Collins engineers, among others, recognized early on that
just because it was possible, displaying more information
might not be wise. As a result, Collins went to great lengths to
understand the difference between enhanced safety, efficiency
and crew awareness and displaying massive amounts of information “because you could.”
My first exposure to an early, route-based FMS was in a
then-experimental turboprop. During one flight, I asked the
engineers how I could rapidly navigate to the nearest airport.
Simple, they said: Go to the database (with layered key strokes),
pull up and define a route, enter it, modify it with the new
alternate airport and then follow the FD to the new destination.
While eloquent, it was too much data in a format not readily
usable in a busy cockpit.
Other issues that came up involved basic performance air data.
During development of early cockpit displays it was noticed that
when experienced crews flew using vertical air data instruments
alone, they lacked trend data, which in a round-dial cockpit was
quickly discernable. The breakthrough came with the addition
of trend vectors, which derived from a previously unavailable
technology, acceleration-based attitude sensors. With it, pilots
could quickly see what the aircraft is “going to do.”
Concerned that it was possible to present so much data it could
lead to a decrease in safety, pilot focus groups were formed and
asked to evaluate ideas popular among the designers. The results
came down to two broad desires — simplicity and reliability.
In ranking items, for example, attitude was more important
than heading, heading more than course displacement, comm
frequency selection less important than nav issues, etc.
These results drove design direction. It led to the de-cluttering of basic flight control displays during unusual attitudes
and to more data on the MFD rather than on the ADI and
HSI, for example. It also led to the FMS “direct to” nav basis
rather and to displaying only data needed for a particular flight
regime. After all, does a crew need to know the weather in DEN
while shooting an approach to minimums at LAX, or display
terrain during VMC? The list goes on and on.
I suggest that when making display decisions designers and
installers adhere to the axiom: “When in doubt, don’t.”
Mike Zonnefeld
Vice President
Omni International Jet Trading
Tucson, Arizona
www.bcadigital.com
ADS-B Issues Abound
I appreciate your candid assessment
of GAMA sales numbers in “Chilling
Numbers” (Viewpoint, April 2017,
page 9).
I think a lot of folks in our industry
have had their heads in the sand about
this trend for some time. We saw it
coming when I worked in marketing
for Garrett AiResearch back in the
1980s.
Regarding the issue’s Fast Five
(Page 22) with Aaron Hilkemann (CEO
of Duncan Aviation), I own and operate
a Bonanza for business travel and one
of my FAA ratings is A&P mechanic.
Having lots of avionics experience, I
plan on doing my own ADS-B installation, which I’ll have certified by an
FAA-licensed avionics shop.
Depending on how far I want to
take things, it could cost me anywhere
from $4,000 to $40,000. My avionics
g u y t o l d m e t h at fo r a t u r b i n e powered aircraft, ADS-B might run
from $40,000 to $400,000, and the
cost to upgrade a transport category
aircraft could be in the millions. Is it
any wonder operators are dragging
their feet?
The reason for this wide installation cost range is that most avionics
systems are highly integrated and you
can’t really change out just one or two
boxes. The larger and more complex
the aircraft, the more complex the
hardware and software integration.
My avionics guy is having
nightmares trying to solve ADS-B
hardware and software interface
issues and says he’s generally getting
poor support from the manufacturers.
This adds countless hours to each
installation. He advised me to wait at
least another year before I do anything.
In summary, I think the general
aviation industry can be its own worst
enemy.
Steven D. Zeller
President
Southbrook Technologies Inc.
Alpharetta, Georgia
Lear did for the business [aviation]
community what the 747 did for Boeing.
A gamble that paid off. — spoilers
υ⁳The Leajet was the world’s first
Corvette for the skies. Looks as fresh
as the day it was introduced. — Robert
Bradley
See, Not Believing, March, page 30
υ⁳A corrective action not mentioned
is a rev iew of a rcha ic equipment
requirements. Australia is a country
that still mandates a radar altimeter,
left over from those old days. Modern,
multiple redundant GPS/AHRS/ADC
systems can supplant those earlier
‘must haves’ but the regulations need
to keep up with the technology and
allow the performance and safety
assessments to do their job. The root
cause was a failure of the RADALT and
poor integrity monitoring by the integrating processors before allowing an
erroneous display to the pilot, rather
than just annunciating the failure and
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ignoring it. So I wouldn’t call this a
“Synthetic Vision” failure, it’s a systems
integration failure. Things could have
turned out very different if the crew had
been less experienced. — DLF1
υ⁳The idea that such a prominent and
compelling display that is difficult or
impossible to ignore is also not to be
used or be trusted for primary attitude
and navigation is poor human factors
engineering. We seem to be in a difficult
point in our transition to integrated
“glass” display technologies.
Perhaps the systems themselves
need to trouble shoot the incoming
data to determine if something is awry.
Considering the size, cost and power for
solid state IMUs, GPS, magnetometers,
and air data sensors that a software
algorithm could crosscheck and isolate
offending inputs, including backup
power, allowing for a graceful degradation of performance while keeping
the crew informed and in the decision
loop. — Jared Smith
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Business & Commercial Aviation | May 2017 9
The Untouchables.
The Boston JetSearch Team has no allegiance to any seller, broker, maintenance or management company—
and receives no compensation from anyone other than its clients.
The only company solely committed to conducting aircraft searches
representing the buyer and only the buyer.
Boston JetSearch™ hasn’t made a
friend in this business in over 30 years.
We share in no “sweet deals.”
We have no “understandings.”
We have no “special arrangements.”
We have no affiliations.
No obligations.
No allegiances.
Not with any manufacturer, broker,
maintenance or management company,
or any seller of any aircraft whatsoever.
From the day we opened our door,
our sole business has been to represent
the purchaser and only the purchaser
in the process of acquiring a new or
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Boston JetSearch offers clients
unequaled research, analysis, aircraft
evaluation, and negotiating capabilities
that are completely unprejudiced—except
in our clients’ favor.
“Thank you for a job extraordinarily
well done!!” writes a corporate CEO.
“What a special pleasure it was to
have such competency and intellect on
our side.”
A corporate chief pilot points out the
advantage of a totally unbiased search.
“It is a great comfort to be certain that
we have examined the entire market.”
And this from the chairman of a
software solutions company. “I bought
both my Hawker and my Challenger
through Drew and am convinced working
with him is the best decision I ever made.
It saved me hundreds of thousands of
dollars and incredible aggravation.”
This is a business in which referral
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are vital.
In our case, because of the unique way
Boston JetSearch does business,
satisfied clients are also the norm.
If you are considering an aircraft
acquisition, we invite you to speak to our
clients. And, of course, to us. Call Drew
Callen, President, at 781-274-0074.
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Consultants in executive aircraft search and acquisition.
Civil Air Terminal, Hanscom Field, Bedford, MA 01730. Telephone: 781-274-0074. Fax: 781-274-0028. www. bostonjetsearch.com
INTELLIGENCE
EDITED BY WILLIAM GARVEY,
JESSICA A. SALERNO AND
MOLLY MCMILLIN
william.garvey@penton.com
jessica.salerno@penton.com
molly.mcmillin@penton.com
NEWS / ANALYSIS / TRENDS / ISSUES
υ A STARTUP WITH BACKING FROM BOEING and JetBlue Airways is designing a hybridelectric regional aircraft that could enter service in the early 2020s. Zunum Aero aims to revitalize regional air transport by offering dramatically lower operating costs in an aircraft that can
compete with highway travel and high-speed rail to provide fast, low-cost door-to-door service. The
Kirkland, Washington-based company is planning a family of 10-50-seat aircraft, beginning early in
the next decade. The initial design will seat up to 19 passengers and be optimized for a 700-nm range, increasing to beyond 1,000 nm by 2030 as electric propulsion
technology advances. Zunum is one of two early-stage investments made by the ventures arm of Boeing HorizonX,
the new “innovation cell” within the aerospace giant.
Meanwhile, Zunum’s other announced backer is JetBlue
Technology Ventures, an arm of the airline that invests in
startups that can improve the travel experience, and facilitate future operations and maintenance, revenue management and customer engagement. The
startup has been working since 2013 and has emerged from stealth mode because it is ready
to accelerate development efforts. It plans to fly a prototype in two-three years —”closer to two
if all goes well,” CEO Ashish Kumar says. Zunum’s initial aircraft is to be certified under the FAA’s
revamped Part 23 rules. A complete set of standards for electric aircraft is expected to be in place
by 2018, with the first certification likely by 2020, when Zunum plans to begin production. Zunum
is targeting 40-80% lower operating costs than current regional aircraft, mainly by using power-grid
electricity rather than aviation fuel. For shorter ranges, the aircraft will fly on batteries alone, with
battery swap-out or supercharger stations at airports to enable rapid turnarounds.
υ DAHER HAS ANOTHER UPGRADED VERSION of its PT6-powered TBM 900 series.
The new TBM 910 features a Garmin G1000 NXi flight deck, new cabin seat shapes and additional fittings. Deliveries will begin after certification,
which is expected shortly. The standard aircraft is priced
at $3.68 million, but its “elite” package raises that to
$3.92 million. “Three words can describe the TBM 910:
speed, readability and connectivity,” said Nicolas Chabbert, senior vice president of the Daher Airplane Business Unit. “The TBM 910 is just as fast as its predecessor in flight, while offering pilots quicker
access to cockpit information, along with safety-enhancing guidance and improved readability.” The
French manufacturer reports having taken more than 200 orders for TBM 900-series aircraft, which
now includes TBM 900, 910 and TBM 930, since its launch. In all, 826 TBMs have been delivered.
υ QUEST AIRCRAFT’S KODIAK 100 HAS RECEIVED CERTIFICATION from the European Aviation Safety Agency (EASA). The award raises the total number of countries in which
the utility single-engine turboprop is certified in to more than 50. The award “will allow European operators with large payloads to access many
more airstrips and locations that would previously have
proven difficult,” said Quest CEO Rob Wells. “We anticipate that Europe will play an important role in the
continued growth of our company, even more so now
with the recent and very welcome regulation changes
in regards to single-engine turboprop commercial operations.” The Kodiak will be sold and supported throughout Europe by Rheinland Air Service GmbH
(RAS), headquartered at Mönchengladbach Airport near Düsseldorf, Germany.
www.bcadigital.com
Jet-A and Avgas
Per Gallon Fuel Prices
April 2017
Jet-A
Region
High
Low
Average
Eastern
$8.00 $4.05
$5.71
New England
$7.15 $3.41
$4.74
Great Lakes
$7.81 $3.25
$5.10
Central
$7.48 $2.42
$4.28
Southern
$7.53 $3.42
$5.51
Southwest
$7.98 $2.75
$4.72
NW Mountain
$7.20 $3.10
$4.78
Western Pacific
$7.60 $3.57
$5.28
Nationwide
$7.50 $3.26
$5.02
Region
High
Eastern
$8.31 $4.70
$6.42
New England
$7.45 $4.55
$5.61
Great Lakes
$8.59 $4.29
$5.85
Central
$7.85 $3.99
$5.29
Southern
$7.99 $3.75
$5.85
Southwest
$6.99 $3.60
$5.30
NW Mountain
$8.46 $4.17
$5.72
Western Pacific
$8.50 $4.30
$6.23
Nationwide
$8.02 $4.17
$5.78
Avgas
Low
Average
The tables above show results of a fuel price survey
of U.S. fuel suppliers performed in April 2017.
This survey was conducted by Aviation Research
Group/U.S. and reflects prices reported from
over 200 FBOs located within the 48 contiguous
United States. Prices are full retail and include all
taxes and fees.
For additional information, contact Aviation
Research/U.S. Inc. at (513) 852-5110
or on the Internet at
www.aviationresearch.com
For the latest news
and information, go to
aviationweek.com/bcadigital.com
Business & Commercial Aviation | May 2017 11
INTELLIGENCE
PC-12 NG Gets EASA
Commercial Approval
The Pilatus PC-12 NG has been approved by the European Aviation
Safety Agency (EASA) for commercial
operations in Europe. The decision
means the single-engine turboprop
can be operated commercially at
night and under instrument flight
rules across all 32 EASA member
states. Nearly 1,500 PC-12s are in
operation in the world. The PC-12 has
long been in commercial use for business, medical transports and cargo
flights in other parts of the world.
Continental Delivers No. 5,000
υ IN A SURPRISE EARLY APRIL ANNOUNCEMENT Textron Aviation reported that
Purdue Aviation, LLC had committed to adding the heretofore unannounced diesel-powered
Cessna 172 to its training fleet. FAA and EASA certifications of the Turbo Skyhawk JT-A are
expected later this year. The manufacturer said
the new Purdue aircraft, which is powered by a
Continental CD-155 engine and equipped with
the next-generation Garmin G1000 NXi integrated
cockpit, will be the first to be delivered. “We are
thrilled to integrate Jet-A powerplant technology
into the world’s leading flight trainer,” said Doug May, Textron vice president, Piston Aircraft. “The
Turbo Skyhawk JT-A is an example of our commitment to modernize the piston product line and
bring innovative technologies to market, allowing operators around the world to meet changing
environmental regulations, while benefiting from faster climbs, increased range and fuel savings.” According to Textron, the new model has a maximum range is 885 nm, a 38% increase
over the standard Skyhawk, a maximum speed increased to 134 knots, and up to 25% lower fuel
burn per hour. It also offers improved takeoff performance, especially in high and hot conditions.
The Wichita planemaker had also been developing a diesel-powered Cessna 182, but placed
that project on hold two years ago. Based at Purdue University Airport, West Lafayette, Indiana,
υ GE AVIATION HAS SUBMITTED A TYPE CERTIFICATION REQUESt to the European Aviation Safety Agency (EASA) for its new H Series Aerobatic engine. The powerplant
features a single lever to control both the engine and propeller, which the manufacturer
says “will significantly reduce pilot workload and provide automatic limiting functions.” The engine, which
GE says is targeted for the aircraft in the 550-850
shp range, is expected to be awarded certification
in 2018. The GE H Series engine with the single lever
system received type certification from EASA last
December, followed by FAA approval in March. The engine has been selected for four aircraft applications serving a multitude of uses including agricultural, business turboprops,
commuter and utility aircraft.
υ TECNAM HAS LAUNCHED A SLOT DEPOSIT PROGRAM FOR ITS P2012 Traveler.
Continental Motors has delivered its
5,000th CD-100 Series engine. The
company, which is based in Mobile,
Alabama, has produced the engine
for 15 years and the series Jet Afueled piston engines have surpassed
5.25 million flight hours.
The high-wing, 11-seat piston twin lists for $2.35 million.
A deposit of $107,000 allows customers to take delivery
positions in 2019 and freezes the pricing. Powered by two
375-hp Lycoming TEO-540-C1A engines, the Italian aircraft made its first flight last July and is on track for European Aviation Safety Agency (EASA) and FAA certification in 2018 with deliveries beginning the
following year. Initial flight tests have allowed the design team to improve the maximum takeoff weight
to 7,937 lb. Outfitted Garmin G1000 NXi avionics, the aircraft will first see service with Cape Air in early
2019. The Massachusetts-based airline is a major Cessna 402 operator, serving destinations in New
England, the Caribbean and Micronesia. The Tecnam twin is intended to replace the aging Cessnas;
the carrier could take delivery of as many as 100 aircraft.
υ THE AIRCRAFT OWNERS AND PILOTS ASSOCIATION (AOPA) is asking the National Transportation Safety Board (NTSB) to conduct an internal review, saying the safety board
has approved “speculative probable cause reports related to general aviation accidents” despite
little evidence. The association said that several recent accident findings by the board have
raised its concerns about the erosion of data-driven facts, including findings of medical incapacitation “contrary to other compelling evidence.”
12 Business & Commercial Aviation | May 2017
www.bcadigital.com
PHENOM 300: SAFETY, ADVANCED AVIONICS, COMFORT
“What inspired my purchase was a combination of the passion and love of aviation and to pilot a jet like the
Phenom 300. But also for business purposes, I can fly around the world and meet with vendors who supply us
raw materials. I can meet with retailers, so it’s very exciting to fly very quickly to them and avoid the delays and
cancellations of commercial air travel. Plus, you can fly into smaller airports that are closer to your destination.
And what got me so excited about Embraer was its DNA building airliners, the ERJs. I always tell people Embraer
forgot it’s building executive jets. They still believe they’re building airliners for endurance, safety, redundancy.
Embraer treats me as well or better than its airline customers. The company goes out of its way to keep the plane
upgraded with service bulletins, improving the systems of the plane, improving every aspect of the airplane. I like the
fact that Embraer is just constantly improving the Phenom 300, and they do a phenomenal job of keeping parts in stock.
The plane is very stable. Passengers like the combination of the safety of the airplane, the advanced avionics,
combined with the comfort of the plane. The lavatory being externally serviceable is awesome for both the owners/
operators and passengers.
I wanted the latest, greatest, best, safest technology, and Embraer had it all, from the avionics to the engines to
the systems.”
- Wayne Gorsek, Founder & CEO, DrVita.com
Watch Wayne’s story and request more information at
EmbraerExecutiveJets.com/Wayne
The Phenom 300 — the most-delivered business jet in the world — is a clean-sheet-design light aircraft that delivers best-in-class speed, climb and field
performance, next-generation avionics, a spacious cabin and a largest-in-class baggage compartment. Its comfortable, highly intuitive cockpit, with large displays
and state-of-the-art avionics, enhances situational awareness. Delivering superior comfort and style, the OvalLite™ cabin provides ample leg and head room and the
largest galley and windows in its class, for abundant natural light. Up to 11 occupants also enjoy the best cabin altitude in the category. Contributing to its enviable
presence on the ramp, the signature air stair leads to the largest entrance door in its class. The Phenom 300’s superior overall performance, combined with classleading fuel efficiency, reinforce its breakthrough status and strong acceptance in the marketplace.
INTELLIGENCE
Embraer Delivers 400th
Phenom 300
Embraer has delivered its 400th Phenom 300. The March 31 handover
took place at the manufacturer’s assembly facility in Melbourne, Florida.
The aircraft was delivered to Daniel
Randolph, CEO of EliteJets.com, a
startup charter company based in Naples, Florida, whose fleet includes four
Phenom 300s and one Legacy 500.
According to its website, EliteJets.com
was to begin operations on May 1.
USI Launches
Workforce Initiative
The Unmanned Safety Institute (USI)
has launched a career and technical
education workforce development initiative with high schools and colleges
in the U.S. The program provides
teacher credentialing and course
materials. According to the company,
students successfully completing the
program are eligible to take an exam
leading to Small UAS Safety Certification, which demonstrates expertise
as a professional remote pilot, making them qualified for careers in the
fast-growing drone industry. By 2020,
the FAA estimates there could be as
many as 2.3 million licensed UAS
pilots. USI reports it has a network of
nearly 100 certified instructors. The
curriculum includes four courses with
more than 150 hr. of instruction.
υ THE FLIGHT SAFETY FOUNDATION (FSF) HAS IDENTIFIED the “psychological
drivers of noncompliance” behind pilots’ “extremely poor” adherence to go-around policies. The finding has spurred a revamping of the safety advocate’s long-held stable approach
criteria and guidance for when a go-around is prudent. The work is part of the FSF’s Go-Around
Decision-Making and Execution Project. This research effort by two internal committees and the
Presage Group seeks to answer the question of why the industry has been “so poor at complying with established go-around procedures.” A final report on the project was published March
27. “Compliance” refers to both pilots following standard operating procedures for performing
missed approaches, and management in ensuring that procedures are being followed. The link
between accidents and failure to go around is well established by forensics. A previous FSF
study of runway excursions over a 16-yr. period determined that 83% could have been avoided
with a go-around. The new study included web-based surveys of pilots and airline managers to
understand the psychology of go-arounds. It looked at 64 go-around events from 2000-2012
to understand potential problems with aborting a landing. The decision to abort is theoretically driven by whether certain stable approach criteria — defined by altitude, speed and path
thresholds along an approach — are met. Based on existing guidance, pilots on an instrument
approach must have the aircraft in landing configuration and on path and speed at 1,000 ft.
above ground to continue. For a visual approach, the same is supposed to be true at 500 ft.
Beyond the initial gates, if the vertical descent rate is more than 1,000 ft. per minute, the pilots should perform a go-around. Despite the criteria, approximately only 3% of unstable
approaches resulted in a go-around, according to the FSF. Approaches defined as stable
during the approach were often problematic in the landing phase. More than half of the excursions involved aircraft that became unstable during the landing. The FSF noted that the
go-around itself is not without, risk given how rarely pilots perform the maneuver — about
once or twice a year for a short-haul pilot, and about once every 2-3 yr. for a long-haul pilot.
“It is evident that the state of noncompliance has been steady for many years and will
remain steady unless changes are made,” the FSF report said. It added that the industry
must improve its awareness of the problem, and change its focus and cultural norms. “The
problem of go-around policy noncompliance is real, and is arguably the greatest threat to
flight safety today,” the FSF said. It added that the “potential impact of improvement in compliance is significant.” Part of the solution could be a reformulation of the stable approach
criteria and instructions for when to abort — guidelines many pilots see as unrealistic. The
FSF is proposing a two-phase criteria. This consists of a stable approach zone from 1,000
ft. to 300 ft., where pilots will ensure an aircraft is fully stabilized. It would also include the
primary go-around zone from 300 ft. down to thrust-reverser deployment, where the focus
shifts from stabilizing the aircraft to performing a go-around.
υ A YEARS-LONG EFFORT TO REWRITE EUROPEAN AIRCRAFT certification standards for many types of light aircraft is done and the European Aviation Safety Agency’s (EASA)
new CS-23 takes effect Aug. 15. In general, the new rules are in harmony with the FAA’s new
Part 23 regulations, which were published in December. Both regulations shift from designspecific requirements to consensus-based standards in helping determine compliance and
airworthiness. “The former approach was widely considered to be overly prescriptive for simple
designs while requiring special conditions for complex designs,” ASTM International said. “This
led to confusion, delays, cost increases and other negative impacts.” The new rules include
performance-based requirements that rely on “acceptable means of compliance,” it said.
They include standards from ASTM International’s committee on general aviation aircraft. “This
new approach will help foster innovation and new safety-enhancing technologies at the same
time,” said Greg Bowles, F44 chairman and vice president of Global Innovation and Policy for
the General Aviation Manufacturers Association. “It’s a win-win for the aviation community on
a truly global scale.
14 Business & Commercial Aviation | May 2017
www.bcadigital.com
Award-winning
technology
Together, BAE Systems and Gulfstream are innovating
to provide enhanced situational awareness for pilots by
introducing electronically coupled active control sidesticks
on the G500 and G600 business jets. The Gulfstream G500
will be the first fly-by-wire aircraft with active control sidesticks
in service when it attains certification later this year. Learn more
at www.baesystems.com/flightcontrols.
We are honored to receive the Aviation Week
2017 Technology Laureate.
INTELLIGENCE
Cessna Launches TTx Online
Ordering Tool
Buyers of the Textron Aviation TTx
single-engine aircraft may now customize their order through an online
virtual-aircraft generator that allows
TTx buyers to choose from one-dozen
exterior paint colors and striping,
along with interior and avionics options. Those include a traffic advisory
system; Garmin XM weather and
radio datalink; Jeppesen Chartview;
automatic direction finder; distance
measuring equipment; and other
features. other extras. The aircraft’s
base price is $715,000.
Wearable Technology
Industry Is Growing
Wearable technology — including
head-up displays, embedded sensors, advanced textiles, embedded computing, energy harvesters,
exoskeletons and communications
— is being integrated into a variety
of civil and military systems and
components in
ways not previously possible.
Over the next
decade, the
wearable technologies market
is expected to
grow at a cumulative compound annual growth rate of nearly 40% and
produce a cumulative global market
of nearly $8 billion, according to
Global Wearables Technologies Market Forecast to 2025.
υ RUAG AVIATION in Munich has completed a customer interior refurbishment of a new
Bombardier Global 5000 registered in India to an unnamed
customer. The client chose Bombardier’s Authorized Service
Center to install a custom configuration and RUAG to add
upgrades to its inflight entertainment system and restyle additional interior elements, RUAG said. The refurbishment was
completed on schedule, the company said.
υ UNITED AIRLINES ISN’T THE ONLY AVIATION COMPANY TO BE confronted
with public outrage recently. Angry protestors gathered outside Bombardier’s Montreal headquarters recently to express their ire over the company’s plan to raise the compensation of
its senior executives by $32 million. As a result on March 31, Pierre Beaudoin,the company’s
executive chairman, opted to forgo his extra pay — but his announcement was quickly followed
by a combative statement from Bombardier’s head of human
resources, Jean Monty. Monty argued that the pay increases
were in line with what other companies of a similar size offered, and that most of the remuneration was not guaranteed,
but linked to long- and short-term performance targets. “If the
company does not perform; if it does not increase its share
price and create value for our shareholders, this money will
never be paid,” he said. On April 2, Bombardier CEO Alain
Bellemare went further and ordered that half of executive compensation decided for 2016 be
deferred until 2020. Bombardier hopes this will be enough to calm public indignation about
the pay bumps for 2016, a year in which it received $1 billion in taxpayer investment from the
province of Quebec while proposing 14,000 job cuts. This year, the Canadian government is set
to pump an extra $282 million into the plane- and train-maker. “By any objective measure, the
Bombardier leadership team had an exceptional year in 2016,” Monty said in defense of the
remuneration policy. While that was certainly true with regard to Bombardier’s share price, which
climbed almost 300%, but in aircraft pricing and taxpayer support, its record was exceptional
for all the wrong reasons.
υ CHINA’S DEER JET PLANS TO BUILD UP AN INTERNATIONAL NETWORK
of FBOs, possibly by buying established facilities as a first step. The initial focus is on the
U.S., with Europe not far behind, according to Zhu Yinan, general manager of Deer Jet’s FBO
management division, who says the first deal could be done this year. Creating such a service network is part of the wider strategy of
the HNA Group, Deer Jet’s parent company,
for expanding its business internationally and
building a global brand. Deer Jet’s main activity is managing and operating business aircraft for clients. But it also has eight FBOs
in China, while Hawker Pacific, an Australian
business in which HNA has a majority interest, has such facilities in four Australian cities
and at Singapore and Shanghai. Now the company wants its brand on FBOs outside of
China. It sees four ways doing that, says Zhu: cooperating with an established foreign business; buying one; building an FBO in partnership with a foreign company; or building one
independently. That last option, Zhu says, will have to wait until Deer Jet has set up a team
of experienced FBO people outside of China through one of the other methods. Simply buying a facility would be a classic HNA approach. According to Zhu, targets for cooperation or
acquisition in the FBO field must have strong businesses. Deer Jet will have to seek approval
for any such move from HNA Tourism, the group division to which it belongs.
16 Business & Commercial Aviation | May 2017
www.bcadigital.com
YOU’LL BE THE CHIEF PILOT
WHO CAN’T SAY NO.
Adding the PC-12 NG to your roster boosts your odds of saying “yes” to more
trips, more often. Its short-field performance, speed, payload and range make it
an unmatched, all-mission player. Its large cabin seats nine, and the huge cargo
door handles the bulkiest luggage. And all at a far lower cost than twins and jets.
“No” might just become a thing of the past.
Pilatus Business Aircraft Ltd • +1 303 465 9099 • www.pilatus-aircraft.com
INTELLIGENCE
Pentastar E STC For Gulfstream
GIV-X Data Technologies
Pentastar Aviation has received FAA
certification of compatibility of wireless data technologies on Gulfstream
Aerospace GIV-X (G350/G450)
series aircraft, the company said.
The Supplemental Type Certificate
allows operators to approve the use
of Transmitting Portable Electronic
Devices onboard aircraft with wireless networks or Wi-Fi hot spots for
passengers, who may email, talk, text
and video conference without interfering with safety critical systems on
the aircraft. The STC complements
similar approvals for Gulfstream’s
G-IV, GV and GV-SP (G500/G550) and
Hawker 800XP and 850XP aircraft.
Jet Aviation Vienna Gains FAA
Repair Station Approval
Jet Aviation’s maintenance center in
Vienna has gained FAA repair station
approval and is registered to provide
line and base maintenance services
to all N-registered aircraft it is approved to support. The Vienna facility provides maintenance support
to owners and operators in Eastern
Europe, where about 10% of all Nregistered aircraft in EMEA and Asia
are based or operating.
υ THE FAA HAS ISSUED ITS FIRST AIRSPACE RESTRICTIONS that specifically apply
only to unmanned aerial vehicles, aka UAVs or drones, banning flights under 400 ft. AGL within
the boundaries of 133 military facilities. The special security restrictions took effect April 14. The
agency warns that violations could result in criminal charges,
civil penalties and the revocation of certificates and authorizations to operate UAVs. More restrictions may be coming. The
FAA says it is considering additional requests from security and
intelligence agencies. In addition, it is also evaluating options
with the Transportation Department for accepting petitions
to prohibit or restrict UAV operations over critical infrastructure and other facilities. The
latest airspace restrictions apply to public aircraft operating under FAA certificates of authorization (COA), commercial operations under COAs or the FAA’s Part 107 small UAV rule, and model
aircraft. The agency said the restrictions are being imposed in response to requests from the
Defense Department and U.S. federal security and intelligence agencies.
υ ACCORDING TO THE CHIEF ECONOMIC ADVISOR TO President Donald Trump, air
traffic control (ATC) reform — including privatizing ATC — could be a major element of the new
administration’s infrastructure buildup, but general aviation operators should not fear paying
more for it. “We’re probably not even going to tax general aviation,” said Gary Cohn, director
of the National Economic Council. “There’s enough money in the aviation tax right now.” Cohn
made that comment during a so-called White House town hall on the U.S. business climate on
April 4. Weeks earlier the president’s 2018 budget outline said
the White House would initiate a multiyear reauthorization proposal to shift the ATC function of the FAA to an independent,
non-governmental organization. “Air traffic control, to me, is
probably the single most exciting thing we can do for a lot of
reasons,” Cohn said. “It’s kind of insulting that we are the last
to do air traffic control [reform] and not the first to do air traffic
control. A country that has Silicon Valley and all of the technology entrepreneurs that we have
and we’re playing catch-up; that’s embarrassing for us.”Still, Cohn acknowledged opposition to
the privatization concept general aviation interests and lawmakers, specifically appropriators,
reluctant to surrender their power of the purse. “They like that $40 billion, $50 billion a year
flowing through their hands,” he said, referring to aviation federal fuel taxes. “If we privatize air
traffic control, they won’t be able to touch that money.” Cohn asked House Majority Leader Kevin
McCarthy (R-Calif.), who was in the town hall, to help persuade lawmakers. But that will be a
hard task as some in McCarthy’s own political party have been the most vocal against privatization efforts since last year, when House Transportation and Infrastructure Chairman Bill Shuster
(R-Pa.) pushed a similar move.
υ OIL AND GAS HELICOPTER OPERATOR CHC REPORTS emerging as an “economically robust and agile competitor,” 10 months after filing for bankruptcy protection. The Canadian
operator, which has its headquarters in Texas, says the court confirmed its financial restructuring
on March 24. The new CHC is lighter to the tune of 80 helicopters, $1 billion of debt, and another
$1.4 billion in lease obligations. Some $300 million is being ploughed into a recapitalization
of the company, while an additional $150 million will
be provided by Milestone Aviation Group, which will be
used for aircraft financing. “This is a pivotal moment
in CHC’s history,” said Karl Fessenden, the company’s
president and CEO. “This process has allowed us to
help secure CHC’s long-term health and create a streamlined, highly competitive cost structure
while establishing a fleet of aircraft better aligned with our customers’ businesses.”
18 Business & Commercial Aviation | May 2017
www.bcadigital.com
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INTELLIGENCE
Bombardier Opens Service
Center In Tianjin, China
Bombardier has opened a business
jet service center in Tianjin, China, in
a joint venture with the Tianjin Airport
Economic Area. The Tianjin Service
Center, located near Beijing, includes
95,766 sq. ft. of hangar space and
back shop areas for maintenance, repair, overhaul and other activities.
Bombardier forecasts demand for
1,100 business jets in Greater China,
South Asia and the Asia-Pacific region over the next 10 years.
Frasca Delivers Mustang Sim
to Paris Training Center
υ TEXTRON AVIATION HAS BEGUN ASSEMBLY of its Citation Longitude super-midsize jet. The first four production aircraft are in progress inside the company’s Plant IV manufacturing plant in East Wichita, Textron Aviation reports.
The Longitude is the first Cessna product to be
manufactured inside a former Beechcraft facility.
In addition, the third Cessna Citation Longitude test
aircraft has completed its first flight and has joined
the flight test program. During the recent 1 hr., 40 min.
flight, test pilots Corey Eckhart and UJ Pesonen and
flight test engineer Mike Bradfield tested the aircraft’s various systems. The aircraft will be used
for avionics, systems development and the collection of flight simulator data. Certification of
the $23.9 million Longitude is expected by year-end. “The speed at which our team is achieving
these milestones is an important indication to our customers of the maturity of the aircraft’s
systems and the proficiency of our processes,” said Brad Thress, Textron Aviation’s senior vice
president of engineering. The first test Longitude flew in October 2016. The first two aircraft
have completed 125 flights and have logged 250 hr. The Longitude is a clean-sheet design and
will have seating for up to 12 passengers.
υ HARLOW AEROSTRUCTURES, A COMPONENT SUPPLIER to the aviation industry, has developed its first autothrottle for new general aviation aircraft. The company, based in
Wichita, is seeking a launch customer for the equipment.
It expects to receive certification for the new HAT-05 auto
throttle by the end of April. The objective is to get autothrottles onto more business aircraft, company President Jim Barnes said. “There shouldn’t be any reason for
not having these.” The next evolution of the product is to
reconfigure it for single-engine turboprops, Barnes said. It
would take only 60 to 90 days to reconfigure the device for
turboprop use, according to Barnes. Harlow builds throttles for Textron Aviation’s Scorpion and
T-6 aircraft and Daher’s TBM 900 and 930. Its Brazilian customer, Novaer, will also receive its
first shipment of Harlow-designed throttles for its new clean-sheet aircraft shortly. The design
effort at Harlow, which began last July, culminated with the first shipment to Brazil at the end of
March. Harlow has also built throttles for the Citation X, XLS+, Sovereign, among other aircraft.
υ CIT GROUP MARKED THE END OF AN ERA APRIL 4 as the financial holding comFrasca International has delivered a
Cessna 510 Citation Mustang business jet simulator to its new training
center in Paris, the company said.
The dual-qualified simulator meets
French requirements for Mustang
initial and recurrent training. The
simulation center was established by
Oyonnair, a French business aviation
charter company to train its Mustang
pilots and pilots flying in other regions that hold a European Aviation
Safety Agency (EASA) license.
pany exited the aircraft leasing market and closed the sale of its commercial aircraft leasing
business to Avolon Holdings for a final purchase price of $10.4 billion. Avolon is an international
aircraft leasing company and wholly-owned subsidiary of Bohai Capital Holding Co. Ltd. The deal
was first announced in October, and CIT Commercial Air was rumored to be for sale long before
then, including at Istat Americas 2016 in February.
υ CHARLES “CHUCK” MCKINNON, FOUNDER
AND MANAGER OF IBM’S flight department, died March
30 in Trussville, Alabama, at the age of 101. During World War
II he flew for United Airlines, which had won an Army Air Corps
contract to transport supplies and troops. In 1954 he flew
IBM’s first business aircraft, a twin-piston Aero Commander
used to fly company engineers to sites around the country. He led the flight department until
his retirement in 1977. In the early 1970s, McKinnon worked to save Paris-Le Bourget Airport,
which was threatened with closure due to the development of Charles de Gaulle Airport. Photo:
Chuck McKinnon (center) receiving the John P. “Jack” Doswell Award from NBAA
20 Business & Commercial Aviation | May 2017
www.bcadigital.com
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FAST FIVE
INTERVIEW BY WILLIAM GARVEY
Questions for Brandon Mitchener
1
Brandon Mitchener,
CEO, European Business Aviation
Association, Brussels, Belgium
A native of northwestern Indiana,
Mitchener majored in German
literature and international
relations at Wabash College,
and also studied in Austria
and Switzerland. That cultural
exposure had a lasting effect.
After earning a master’s degree
at the Columbia Graduate School
of Journalism, he was hired by
AP-Dow Jones Newswires, which
sent him back to Europe to cover
events surrounding the reunification of Germany. He spent 15
years primarily on the Continent,
reporting for AP-Dow Jones, The
International Herald Tribune and
The Wall Street Journal, before
entering the business world
as a communicator for several
companies and organizations,
including Monsanto, First Solar
and APCO Worldwide. Now
52, he has lived and worked in
Europe for 29 years and is fluent
in Italian, French and German,
a facility that has so influenced
his native tongue that he’s often
asked where he learned to speak
English so well. He began work
at EBAA on April 3rd.
Being a European correspondent for The Wall Street Journal is an enviable assignment. Why did you leave?
Mitchener: I’d been with the paper for nine years and wanted to do something different. However, the job was so interesting, nothing else available in journalism at
the time held as much appeal. My family was in Brussels and didn’t want to move
and several firms there were courting me. Some in journalism might have viewed
my decision to enter into public relations and lobbying as going to ‘the dark side,’
but I don’t think of it that way at all.
2
What of your experience and talents did the EBAA board members value most?
Mitchener: I believe they saw three things as my strengths. First is my ability to
influence and work with policymakers. I understand Brussels. I’ve been here 20
years as a lobbyist and journalist and I know how the EU operates. Secondly, I’m
a decent communicator and we need to explain business aviation to the general
public. The association hasn’t spent lots of time doing that, and the board wants
that to change. I consider myself a storyteller and finding and presenting good
stories is a part of my job.
3
And the third?
Mitchener: The industry workforce is aging. It’s not attracting younger people. We
need to appeal to the next generation directly, to encourage them where they are.
We have a Twitter account, but we could do more with it. We’re going to focus on
social media to tap into the online community that’s passionate about business
aviation.
4
How is business aviation perceived in Europe?
Mitchener: The EBAA conducted an audit on the subject and it revealed that policymakers know business aviation exists as a necessary and useful tool — everyone
can see the airplanes taking off and landing at the airport — but don’t really know
its economic contribution. My father was a pilot and manager in the chemical industry. He had a Piper Cherokee that he used to visit production facilities and to
take us to see family in Michigan, saving countless hours of road travel. Having
access to that kind of mobility is something everyone would want. But they need to
know that it’s available to them.
5
What about business aviation has surprised you since being approached by
EBAA?
Mitchener: How important it is, its utility and necessity. It’s an essential part of the
aerospace community. It serves hospitals, disaster victims, and transports medical personnel. So, in addition to serving business, it saves lives. Business aviation
represents seven percent of European aviation and has an economic impact of 100
million euros per year, but it’s underappreciated. That has to change.
TAP HERE in the digital edition
of BCA to hear more from
this Interview or go to
aviationweek.com/fastfive
22 Business & Commercial Aviation | May 2017
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Safety
Reaching the
Unreachables
NTSB
Making risk management matter
BY FRED GEORGE fred.george@penton.com
t was a chilly and rainy morning on
Dec. 8, 2014, when Dr. Michael Rosenberg strapped into the left seat of his
Embraer Phenom 100 at Horace Williams Airport (KIGX) in Chapel Hill,
North Carolina, bound for Montgomery
County Airpark (KGAI) in the Washington, D.C., suburb of Gaithersburg,
Maryland. A well-respected physician,
entrepreneur and adjunct professor of
epidemiology and maternal and child
health at the University of North Carolina, Rosenberg was meeting that day
with staffers at the U.S. Food and Drug
Administration.
Also on board for the 1-hr., single-pilot flight were Rosenberg’s associates,
David Hartmann, 52, and Chijioke Ogbuka, 31.
Departing KIGX at about 0945, the
aircraft climbed to FL 230 and cruised
normally en route to Gaithersburg for 12
min. before starting the descent into the
I
Washington terminal area. Approaching the destination, the pilot requested
the RNAV (GPS) RWY 14 approach.
The weather at the airport was clear
below scattered clouds at 2,100 ft. AGL
with 10 mi. visibility. The OAT was -1C
and the dew point was -8C. But weather
conditions were ripe for icing as there
was a ceiling at 3,200 ft. AGL, with tops
at 4,300 ft. to 5,500 ft. MSL. A regional
turboprop pilot, for instance, reported
moderate icing in clouds in the vicinity
between 4,000 ft. and 5,000 ft. During
the descent and initial approach into
Gaithersburg, the Phenom flew in conditions favorable to icing for at least 10
min. during the approach, according
to NTSB.
Runway 14/32 at Gaithersburg is
4,202 ft. long, and thus plenty sufficient for a Phenom 100 at its 9,877-lb.
max landing weight, assuming no icing, according to Embraer’s OPERA
The Phenom and its occupants clearly
were doomed at about 800 ft. above the
ground — too low to recover.
(Optimized PERformance Analyzer)
software. The aircraft had both a 2-hr.
cockpit voice recorder and a multichannel flight data recorder that calculated
landing weight to be 8,671 lb., according
to the NTSB. Assuming use of full flaps,
the VAC (approach climb) and VREF
speeds were 100 KIAS and 95 KIAS,
respectively. The dry surface, no wind,
unfactored landing distance was 2,298
ft., providing 1,400+ ft. of cushion for
rollout.
Even so, Rosenberg bugged VREF and
VAC at 92 KIAS and 99 KIAS, respectively, during the descent, according to
the NTSB’s analysis of the FDR, speeds
that were too slow for the estimated
landing weight.
Further, if wing and stabilizer deice systems had been in use, landing
weight would have been restricted to
Risk Mitigation Bell Curve
Pilot Population
Source: NBAA
RISK
RISK
RISK
& Devalue
& Discredit
& Deny
& Unaware
& Under Estimate
& Unprepared
& Identify
& Assess
& Mitigate
CALLOUS
DON’T KNOW WHAT
THEY DON’T KNOW
CONSCIENTIOUS
24 Business & Commercial Aviation | May 2017
www.bcadigital.com
www.bcadigital.com
off, requiring Rosenberg to hand-fly the
aircraft.
Thrust was increased to TOGA, but
it’s uncertain how he otherwise responded to repeated aural stall warnings with control inputs. The nose of the
aircraft pitched up and then down, rolling as much as 59-deg. left wing down
and then starting a series of roll oscil-
was followed by a CJ4 impacting Lake
Erie near Cleveland-Burke Lakefront
Airport last December.
In recalling the Gaithersburg crash,
Dave Ryan, a flight department manager, former head of Bombardier’s flight
operations and chairman of the NBAA’s
Safety Committee, says, “There’s a natural struggle between being a successful
entrepreneur and being a safe
aviator. An entrepreneur has
to get the job done no matter
what. They operate in two dimensional space — accept risk
or lose money.” Achieve the goal
or fail.
John King of King Schools
adds that both entrepreneurs
and aviators are goal oriented.
“Risk gets in their way.” The
goal is to reach a successful outcome, whether achieving the
business objective against the
odds or landing safely on time at the destination airport. Goal fixation, though,
can prove fatal when pilots fail to identify, assess and mitigate risks.
“Goal orientation pressure can come
from pilots themselves, passengers, the
company for which they work,” says
King Schools’ co-owner Martha King.
That pressure is especially dangerous
on flights conducted by owner/operators, as those pilots feel acutely responsible for making business appointments
and in the doing can become blind to
risks that jeopardize their lives, as well
as those of their passengers and people
on the ground.
“Pilots and entrepreneurs are hardwired to complete whatever they set out
to do,” John King observes. “They may
think they’re invincible.” But they’re not.
“The mission completion mindset is
self-imposed,” says Ryan. Assessing and
mitigating risks may cause flights to
be delayed and then rescheduled. Anticipating risks also may require changing route itineraries and destination
airports to compensate for traffic or
weather conditions, necessitating earlier departures to keep business travelers on schedule for appointments.
Sometimes safety of flight requires a
mission to be scrubbed completely. As
the Kings tell their passengers aboard
their Falcon 10, “Bring your toothbrush.”
Robert Wright, former manager of
the FAA Flight Standards Service’s
General Aviation and Commercial Division and now a Seattle-based consultant, says that his former agency is
largely to blame since historically it has
NTSB
8,033 lb. to meet the one-engine-inoperative (OEI) approach climb gradient
requirement if using full (36 deg.) flaps
for landing. Reducing flaps to position 3
(26 deg.) improves OEI approach climb
performance, allowing the aircraft to
land at 9,091 lb., but would boost both V
speeds to 121 KIAS and increase landing
distance to 3,719 ft. Doing so would have
left less than 500 ft. of margin
for rollout at Gaithersburg, assuming a landing technique of
test pilot precision.
With airframe deice systems in operation on a Phenom 100, the VAPP and VREF
speeds are increased to compensate for stall occurring at
lower angle of attack (AOA)
should ice accrete on the wing
and stabilizer leading edges.
For instance, if the airframe
ice protection system is selected off, the aural stall warning and
stall barrier stick pusher respectively
are triggered at 21.0 deg. and 28.4 deg.
AOA for a full-flaps landing; at flaps 3
and with airframe ice protection systems selected on, they’re triggered at
9.5 deg. and 15.5 deg. AOA, respectively.
During the approach, the CVR recorded one of the passengers remarking
to Rosenberg that it was snowing outside about 2.8 mi. from the airport. Yet,
the pilot did not use wing and horizontal
stabilizer ice protection systems during
final approach.
Perhaps the omission was not intentional. The NTSB notes that Rosenberg’s first Phenom 100 instructor said
he “had a tendency to freeze up and fixate on a subtask at the expense of other
critical subtasks.” It’s possible that he
just forgot to turn on the systems in the
high, single-pilot workload environment
of the instrument approach procedure,
the Safety Board surmised.
The pilot elected to fly a coupled approach with the autopilot following the
RNAV glidepath to the runway. With
gear and flaps extended, aircraft speed
slowly decreased to 92 KIAS and AOA
reached 16 deg., exceeding both the aural stall warning and stick pusher AOA
trigger thresholds.
The aircraft continued to decelerate
and shortly thereafter started to roll
right, then roll left with the autopilot still
engaged as it entered the aerodynamic
stall. Stall warning was triggered at 88
KIAS as AOA reached 21 deg., the programmed aural stall-warning trigger
point with airframe ice protection systems turned off. The autopilot snapped
Imagine the pilots of that ill-fated GIV
departing from Bedford in May 2014,
explaining to their loved ones why they
hadn’t performed flight control checks to
assure the gust lock was disengaged.
lations. Finally, it rolled 100 deg. to the
right and then 154.5 deg. right in just
over 2 sec.
The aircraft and its occupants clearly
were doomed at about 800 ft. above the
ground — too low to recover. Less than
1 sec. later, it snap-rolled left to 111 deg.
and crashed into three houses on Drop
Forge Lane, about 4,000 ft. from the
runway threshold.
In one of the three houses, Marie
Gemmell, a 36-year-old mother, was
home with her 3-year-old son, Cole, and
7-week-old infant, Devin. The crash
caused the Gemmell house to erupt into
an inferno fueled by Jet-A. Gemmell and
her two young sons died as a result, as
did Rosenberg and his two colleagues.
Goal Fixation vs. Risk
Management
The NBAA has long strived to increase
safety awareness among its members.
But the Gaithersburg crash riveted public attention on a recent series of fatal
business aircraft accidents, including
the Gulfstream GIV runway excursion
at Bedford, Massachusetts, earlier in
2014 and a Learjet 35A that hit a construction crane while landing at Grand
Bahamas International Airport in Freeport that same year. Subsequently, a
Cessna Citation CJ1 crashed near Cedar
Fort, Utah, in January 2016, and that
Business & Commercial Aviation | May 2017 25
Safety
emphasized skills training and testing
rather than managing risks. This is reflected in the FAA’s practical test standards for airmen certification, flight
instructor qualifications and FAR Part
142 simulator-based training curricula.
Wright maintains that until mid2016, the FAA’s risk identification, assessment and mitigation guidance,
standards and doctrine were “woefully
Handbook, Aviation Weather guide and
Aviation Weather Services handbook.
What the FAA did not do, however,
is tackle its Part 142 simulator training
facility standards to reflect the same
approach at a more advanced level for
turboprop and jet operators.
So, at some sim training facilities,
the familiar “if it’s Tuesday, it must be
engine failures” rote remains in place.
showed that on more than one out of
six of those flights, the crews failed to
perform a pre-takeoff full flight-control
check. The NBAA said the data was
“very disturbing . . . [and] it is troubling
to find that nearly 18 of every 100 business aircraft flights included in the data
were not in compliance with manufacturer-required routine flight-control
checks before takeoff, and that two of
CATASTROPHIC
CRITICAL
MARGINAL
NEGLIGIBLE
PROBABLE
HIGH
HIGH
SERIOUS
MEDIUM
OCCASIONAL
HIGH
SERIOUS
MEDIUM
LOW
REMOTE
SERIOUS
MEDIUM
MEDIUM
LOW
IMPROBABLE
MEDIUM
MEDIUM
MEDIUM
LOW
Source: NBAA
Likelihood
Risk Assesment Guide
Severity
deficient.” “It was all about instructors
spoon-feeding their students during
flight training to pass the skills test,” he
says. “They didn’t require students to
use their heads to evaluate risk.”
As a result, he believes a lot of general
aviation pilots just “don’t know what
they don’t know” about risk management. “A study of accidents between
2006 and 2009 indicated that 71% of
single-pilot accidents involve poor risk
management. Forty of those accidents
resulted in fatalities, including the one
at Gaithersburg.”
The same study indicated that the
pilots could have known, should have
known or even did know the risks they
were taking but failed to identify, assess
and mitigate them.
Recognizing this problem long ago,
the Kings, among other business aviation leaders, worked with the FAA to
introduce new certification standards
for the private pilot license and instrument rating tests that incorporate
task-specific knowledge and risk management elements. Using a three-prong
approach, the FAA now requires applicants to demonstrate a specific level of
aeronautical knowledge, risk management and airmanship skills to pass the
new private and instrument tests.
In parallel, the FAA also issued new
guidance by revising the Airplane Flying Handbook, Pilot’s Handbook of Aeronautical Knowledge, Risk Management
Training scenarios that require risk
identification, assessment and mitigation are scarce at best. Few centers require crews to use a formalized Flight
Risk Assessment Tool (FRAT) that
evaluates pilots, aircraft, environment
and external pressures to determine
when, how, or even if, it’s safe to launch
on a trip.
Both Wright and Ryan say that part
of the pushback at Part 142 sim training
centers comes from both single-pilot
and multi-crew operators. Customers
don’t want to spend the extra time and
money to use a FRAT template before
they launch; their crews just want to
check the required blocks and get back
into their cockpits. Dynamic risk assessment takes a back seat to honing skills
proficiency during recurrent training.
In addition to risk awareness, SOP
compliance is another major challenge
in the business aircraft community. At
the urging of the NTSB and in the wake
of the fatal GIV crash at Bedford involving partially locked flight controls, the
NBAA worked with business aviation
f light operations quality assurance
groups to determine the extent of ignored or noncompliant pre-takeoff flight
control checks.
The results were eye-opening. Examining flight operations quality assurance
(FOQA) data for 30 types of business
aircraft that conducted almost 144,000
flights from 2013 to 2015, the evidence
26 Business & Commercial Aviation | May 2017
those 100 flights conducted no flightcontrol check before takeoff at all.”
Part 121 air carriers regularly use
FOQA data as feedback to train crews,
change behaviors and improve safety
margins. The crews must comply as a
condition of employment. Relatively few
Part 135 or Part 91 operators have such
formalized FOQA feedback systems.
Many business aircraft operators do not
even debrief and critique missions to discuss how to improve pilot performance.
Ryan says the key to getting pilots to
use FRAT, adhere to SOPs and become
risk conscious is to become fully aware
of the consequences of their actions on
themselves, their passengers and innocent bystanders on the ground. They
need to imagine the emotional impact
on family and loved ones resulting from
death, dismemberment and serious injuries suffered by people directly involved
in aircraft accidents they might cause.
Wright says it’s nearly impossible to
eliminate all risk-related business aviation accidents. He suggests looking at a
bell curve of the pilot population (Figure
1). On one side, there is a small group of
conscientious pilots who are a model of
best business aviation practices. They
study their flight manuals, weather
data, maintenance logs and accident
reports. They invest in meticulous maintenance for their aircraft. They work
with Part 142 training centers to develop
challenging scenarios for sim sessions
www.bcadigital.com
that require careful risk management.
They use a FRAT card to identify, assess and mitigate risks for every flight.
They carefully abide by SOPs and exercise cockpit discipline.
Most pilots fit into the middle. They
don’t know what they don’t know. “Most
pilots are not exposed to risk management. They have no formal risk management training. Seventy-five percent
of general aviation accidents involved
pilots not getting adequate data,” to assess risk, says Wright.
To help move the middle of the bell
curve toward the conscientious best
practices group, Wright began a series of single-pilot safety stand-down
seminars at the NBAA Convention. The
meetings use the NBAA’s Risk Management Guide for Single-Pilot Light Business Aircraft, authored by Wright, as
a basis for how to identify, assess and
mitigate risks. There is special emphasis on physiological, external stress and
emotional pressures on pilots.
Ryan notes that duty days for owner/
operator pilots must include all the time
involved with non-flying business activities, not just the portion of the day associated with business flying.
Using the FRAT matrix for risk management is not a one-time exercise during preflight planning, according to
Wright. The process may be started
several days ahead of the flight to adapt
mission planning for winds, weather,
payload and crew duty time limits. The
Kings, for instance, seldom fly home on
the same day they complete comprehensive simulator recurrent training.
They find those sessions so tiring that
flying immediately thereafter makes for
too long a crew duty day. Rather, they
typically remain overnight to rest before
proceeding home.
Wright believes the business aviation
community can promote risk awareness, SOP compliance and other best
practices by conducting seminars for
user groups, similar to the NBAA’s sessions, including model-specific owner/
operator associations and local pilot
organizations. He and others also are
pressing the FAA to create an advanced
“Pro-WINGS” proficiency program
that will emphasize risk management,
among other elements, for business
aviation owner/operators. Further, he
urges Part 142 simulator training centers, Part 141 flight schools and CFIs to
embrace risk management training.
Even so, there remain the outlier pilots on the far side of the bell curve from
the conscientious sector who are not
www.bcadigital.com
receptive to risk management education. “They flaunt risk; it turns them on.
Defying it shows how skilled they are as
pilots,” says John King. Such renegade
pilots may even view risk management
as a sign of emotional weakness, a lack
of courage, a character flaw.
A prime example is a recent web
video showing a Citation M2, registered in Poland as SP-KOW, flying a
high-speed pass over a field at 10 to 20
ft. above the turf. This impromptu air
show performed for the benefit of an
acquaintance capturing the event with
cellphone video illustrates blatant defiance of risk.
“These are the ‘Sky Gods,’” says
Wright. “The odds of reaching them are
very low.”
Cellphone video provided to airmen
certification authorities may have the
same chilling effect on such pilots as
have videos of rogue law enforcement
officers acting badly. But there may be
an even more effective way of changing
rogue pilot behavior.
Berlin’s Survivor Scenario
The 2-hr. presentation by the late Jerome I. Berlin, Ph.D., the well-known
aviation psychologist and bawdy humorist, was the highlight of the Bombardier
Safety Stand-Down for several years.
One of his most poignant training scenarios involved bringing a group of pilots up to the stage. He had them sit in
chairs facing the audience.
He told them they had just died in airplane crashes as a result of rash decision-making, failure to mitigate risks,
poor mission planning or execution, or
inadequate preflight inspection. The
late Capt. Eugene Cernan, the last man
to walk on the moon, was a notable participant one year.
Dr. Berlin then brought a second
group of people up to the stage who
stood behind the seated “dead” pilots
and played the roles of wives, husbands,
children, loved ones and other successors. They questioned the “dead” pilots
about their understanding of the emotional impact their untimely deaths had
on their loved ones.
One in the second group played the
role of Cernan’s daughter, Tracy, whose
initials he had written on a moon rock
during his Apollo 17 mission in 1972.
“Dad, how could you have done this to
me?” she asked. “What were you thinking? You went to the moon and back
with such meticulous planning. And
now you died in a business jet because
of carelessness? Why did you take such
risks? This wasn’t just about you. What
did you think it would do to me? How will
I get along without you?”
Even though this was a training scenario, it obviously moved Cernan. His
voice broke, a tear appeared in his eye
and he tried to explain but couldn’t. He
was dead, gone from her life forever.
Similarly, imagine the pilots of that
ill-fated GIV departing from Bedford
in May 2014, explaining to their loved
ones why they hadn’t performed flight
control checks to assure the gust lock
was disengaged. This wasn’t a one-time
lapse. They’d failed to perform a complete flight control check on 98% of the
previous 175 missions, according to the
NTSB.
Now imagine Dr. Rosenberg being
asked similar questions by his two children, along with Hartmann’s and Ogbuka’s family members. How would he
respond to such questions from Ken
Gemmell about the deaths of his wife
and sons?
Dr. Berlin taught pilots not just to
think about the consequences of their
actions but also to fully appreciate their
responsibilities in the cockpit. He knew
he could have a greater impact on pilots
by getting into their hearts, and not
just into their heads.
Ryan, Wright and the Kings, among
others, believe that reaching pilots emotionally is one of the most effective ways
to get them to embrace risk management and adhere to SOPs. The emotional connection has great potential for
moving the bell curve of pilots forward
into the conscientious group of aviators.
Making the emotional connection
might even alter some rogue pilots’ behavior, causing them to consider the impact of their actions on others.
An increasing number of business aircraft have integrated avionics systems
that feed multiple channels of data to
FDRs. Many general aviation aircraft
manufacturers have access to FOQA
data downloaded from aircraft. They can
detect trends, including deviations from
SOPs, such as the comprehensive data
analyzed by the NTSB from the FDR in
the Phenom 100 accident at Gaithersburg
and the GIV crash at Bedford.
Now, it’s up to the business aviation
community to use that data to impact
the mindset of its pilots. Even more
importantly, it’s up to all to help those
aviators truly grasp the impact of
their aeronautical decision-making on
the people at home who care for them
most. BCA
Business & Commercial Aviation | May 2017 27
DOM Notebook
Letting Go
Knowing when and how to fire an employee
BY MIKE GAMAUF mgamauf@yahooo.com
A
published standard and conducting periodic performance reviews can help
to keep people on task. While grossly
inappropriate behavior, to include insubordination, threats, assault, criminal activity and the like, makes for easy
evaluation — and ready response —
matters of performance and adherence
to expected norms can be difficult.
For maintainers, technical performance is expected to improve steadily.
As they become more experienced, task
times should decline. Yet some technicians grow complacent over time and
engage in risky behavior. Lapses in
judgment and mistakes happen, but
how many can be tolerated? Each case
is unique and as a manager, it can be
difficult to decide whether to terminate
on the spot or take the time to modify
the behavior.
In the end, it comes down to your
judgment on how this person affects
the team. Many technicians have personality quirks, and some are difficult
to get along with, but poor performance
should not be tolerated. You can work
to improve it, but if the person is not
28 Business & Commercial Aviation | May 2017
willing to put in the effort to achieve
the desired result, you shouldn’t have
to, either.
“What I discovered is that a set of
strict operational rules and performance metrics must be known and
enforced. Violation of those rules and
performance standards is grounds for
termination,” one veteran maintenance
manager told BCA. “Sounds so basic
and simple on paper, but it’s not so easy
to have those rules in real life.”
To illustrate the quandary, he asked,
“Once someone makes the same ‘mistake’ three times, is it grounds for termination? What if the employee makes
only one mistake [but] in each category? One airworthy issue, one significant behavioral interaction with the
boss, one incident of insubordination?
In the end, I hate to admit, it’s a judgment call.”
Despite all that, he admits to being
“less tolerant of certain issues today.
Poor performance is an immediate deal
breaker.”
If any team member fails to maintain workload, or even more serious,
www.bcadigital.com
SHUTTERSTOCK
good maintenance manager
sets the standard on work performance and conduct for all
team members to follow. Those
expectations then must be clearly communicated and disseminated.
In addition, the company should have
a clear policy about things like severance, final paycheck and continuation
of health benefits. These, too, should be
shared with all employees either in a
handbook or through a readily accessible online system.
After that, it’s the manager’s responsibility to monitor the team’s functioning as a unit. This so-called “team
dynamic” is the beating heart of the
organization and good managers haves
their fingers on its pulse at all times.
That’s because, as with all living things,
teams evolve. Sometimes not for the
better. Personalities and life situations
change, and this constant churn will
affect how the team performs.
As manager, you are responsible not
only for setting performance expectations for each team member but also
for ensuring they are met. Having a
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DOM Notebook
loses the trust of other team members
for whatever reason, the manager needs
to step in immediately. If a technician
is not performing to standard, the entire organization feels the pain and
discontent begins to build. Emotions
become heated quickly when unfairness, or favoritism, is suspected and real
trouble can ensue. To preclude this, the
manager’s best move may be to remove
the source of the problem.
A s a ny ma na ger who ha s been
through it knows, firing an employee is
one of the most unpleasant of all managerial tasks. It is emotionally draining
and there is an additional administrative burden involved to ensure that laws
and company policies are followed in
the process, adding further difficulty
to the move.
Obviously, the experience for the
person being terminated is even more
emotionally stressful, even devastating.
Accordingly, the manager must proceed with compassion, respecting the
person’s dignity, and try to help the individual move on and perhaps improve
their situation going forward.
Legal Matters
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30 Business & Commercial Aviation | May 2017
Before taking any steps to terminate, a
manager needs to understand how that
person was hired and under what type
of arrangement. Most employees are
hired “at will”, which essentially means
that they can be fired for no reason.
However, if your hangar crew is part of
a union or works under a contract, the
manager must know the terms of the
agreement and what specific processes
need to be followed. Since as a practical matter each contract is different,
the focus here will be on the “at will”
employee.
While such a worker can be terminated without reason, there is a catch.
No employee can be fired for reasons of
discrimination, for their role as a whistle-blower, or for exercising their legal
rights such as taking leave for military
service or jury duty.
Even though as a manager you do not
need to provide a reason for firing an “at
will” worker, it is best to have a carefully
documented company policy in place
along with a process to ensure that the
termination does not violate any law.
This is where having a company legal
and human resources team comes in
handy. If you as a manager do not have
access to such staff, consider getting
advice from outside specialists to ensure
that your actions are compliant.
The best way to defend against legal
action by the person being terminated
is to have carefully documented your
motivation for the firing.
“Make certain you have a paper trail
that documents the reasons for terminating the individual, particularly
if you are terminating them for cause,”
advised Bill Quinn, president and CEO
of Portsmouth, New Hampshire-based
Aviation Management Systems Inc., an
aviation consulting firm with extensive
experience in providing assistance in
the aircraft acquisition process, as well
as a wide variety of aircraft management solutions. These should include
notes in the employee file with dates
and times of your discussions, warning
www.bcadigital.com
notices of poor performance, absentee
notices and probationary notices.
“If you do not have a paper trail,”
Quinn continued, “I would highly recommend building one before you terminate the employee. While this may take
some time, it will help to avoid a wrongful termination suit.”
Know that the actual termination
discussion will be hard for everyone.
The person being fired may lash out
verbally or even physically; there could
be tears, anger and threats, but you, the
manager, must remain cool, resolute
and professional but understanding and
sympathetic.
And “When the actual day comes,”
Quinn advised, “you want to have a witness with you. Do not do this alone.”
If you have HR and legal staff, they
should be present, if possible. And once
you’ve delivered the hard news, be sure to
collect the fired employee’s badges, keys,
company tools or computer gear and cancel any network and email access.
Time to Go
While firing someone is extremely difficult, postponing the decision can hurt
both your team and your career. Your
managers and your subordinates are
watching and taking measure. If a team
member’s performance is affecting the
organization in a negative way, rest assured everyone notices it. Other technicians will resent having to pick up
the slack, and scuttlebutt in the break
room travels faster than light. The longer you, as a manager, delay, the more
your leadership will be questioned.
“A lot of managers procrastinate,
hoping that the person will change, but
they are taking a big chance that the
whole organization will be harmed,”
said Bob Hobbi, founder, president
and CEO of ServiceElements International Inc. Located in Scottsdale,
Arizona, the company specializes in
Government Guidance
on Termination
Terminating an employee is stressful
on both sides, but for the person
being let go, there are many
questions that will need answers. The
Department of Labor has a helpful
website at https://www.dol.gov/dol/
topic/termination/index.htm
www.bcadigital.com
organizational development, helping
customers achieve higher results, better leadership and professionalism in
bringing more value through better
service delivery.
As a leader, your team needs to trust
your judgment and ability to fix a broken situation. You don’t want people to
lose confidence in you.
“If you have one person who is causing problems, the people who they
affect are going to question your leadership ability,” said Hobbi. “Be very
cognizant of how people see you do this
because we all know, when this kind
of thing happens, everybody’s watching — your managers above you, and
the folks that are reporting to you. So
it is critical that you have a high level of
confidence, and speed.”
Once the decision to terminate is
made, act quickly but discretely. You
may have to coordinate with other departments or resources, and there is
a chance that the word will get out to
the person affected through the wrong
channels.
“People may know that you may be
thinking about taking an action and
terminating them,” Hobbi noted, adding, “Once they find out, they may create more challenges.”
Finally, after the terminating event
has concluded, it is important that you
clearly communicate with your team
what just took place.
“A good leader, after terminating
an employee or team member, immediately needs to engage the rest of the
team, explain what just went on, because you can easily quell any kind of
rumors, any kind of innuendos and any
kind of drama,” Hobbi advised. “There
is no need to explain every detail of
the situation, and you have to be cognizant of legal restrictions. But don’t
miss the leadership opportunity to really put a message out there that we
are not going to tolerate people who
are not positively contributing to our
organization.”
Firing someone is tough, especially if
you regarded that person as a colleague
and friend. Regardless, it’s a burden
you need to bear because your first obligation as a manager is to the team and
its well-being.
To help avoid that burden, make
sure your employees know what is expected of them and communicate this
frequently. But have a plan in place so
if the time comes to let someone go, you
can execute it with professionalism and
compassion. BCA
Business & Commercial Aviation | May 2017 31
Cause & Circumstance
Richard N. Aarons
Safety Editor
bcasafety@gmail.com
Two Chances Lost
Pilot and mechanic both miss aileron hook-up error
BY RICHARD N. AARONS bcasafety@gmail.com
A
The airplane’s turn radius then tightened to about 700 ft., and within 45 sec.
it completed almost two spiraling turns,
while descending about 700 ft. Control
tower personnel later told investigators
that during this period the airplane was
banking about 90 deg. to the right and
descending, and they assumed that it
was about to crash. However, moments
later the bank angle began to reduce,
and the airplane appeared to recover.
The airplane then began a meandering climb to the east, and about 2.5 min.
turn, and the pilot requested and was
approved for a straight-in landing for
Runway 22R. The airplane became
aligned with the runway about 7 mi.
east of the airport, and a short time
later the controller asked the pilot the
nature of the emergency, to which he
responded, “We have a control emergency there, a hard right aileron.” The
flight progressed, and a few minutes
later the pilot reported that the airplane
was on a 3-mi. final. The Piper remained
closely aligned with the runway center-
Piper Malibu Mirage, N962DA, in the
Spokane River following a failed attempted
landing at Felts Field Airport in Spokane,
Washington.
NTSB
rguably, among the most challenging and potentially hazardous flights a pilot undertakes are
post-maintenance test flights.
The NTSB database contains dozens
of incidents in which post-maintenance
flights ended up tragically, often because the preflight chores were rushed
or carelessly executed. This month, we’ll
look at an incident that took the lives of
two pilots, one of them an experienced
U.S. Air Force-trained test pilot.
Piper PA 46-350P, N962DA, crashed
into the Spokane River on May 7, 2015,
at 1604 PDT following an attempted
landing at Felts Field Airport in Spokane, Washington. The commercial pilot and pilot-rated passenger were killed
and the airplane was destroyed during
the impact sequence. The local flight
departed Felts Field at 1553 in VMC.
Both the pilot and passenger were employees of Rocket Engineering, where
company personnel had just completed
several maintenance tasks including an
annual inspection. The accident flight
was to be a post-maintenance test flight,
and was expected to take about 40 min.
Weather conditions were good at Spokane: winds from 020 deg. at 7 kt., 10mi. visibility with few clouds at 7,000
ft. The temperature was 71F, the dew
point was 26F, and the altimeter pressure was 29.93.
Felts Field had an operating tower
(0600-2000 local) and two runways. The
pilot specifically requested to depart
from the longer (4,999-ft.) Runway 4L.
Eleven minutes after making the initial
call to ATC, the airplane began the takeoff roll. Almost immediately after takeoff, the aircraft began a climbing turn,
10 deg. to the right, as recorded by radar.
After flying on that heading for about 1.5
mi., the airplane began a more aggressive turn to the right, reaching 1,000 ft.
AGL while on a southbound heading.
The tower controller heard labored
breathing over the frequency and asked
the Piper crew if everything was OK,
to which the pilot responded, “That’s
negative.”
later the pilot reported, “We are trying to
get under control here, be back with you.”
The Piper eventually overflew the
town of Newman Lake, about 11 mi. east
of the airport, having climbed to about
5,600 ft. MSL (4,000 ft. AGL), and the
pilot reported, “things seem to be stabilizing.” When asked his intentions by
the tower controller he replied, “We are
going to stay out here for a little while
and play with things a little bit, and see
if we can get back.”
The airplane began a gradual left
32 Business & Commercial Aviation | May 2017
line throughout the remaining descent,
and control tower personnel observed
that it appeared to be flying in a 20-deg.,
right-wing-low attitude as it neared the
runway threshold.
A tower controller later reported that
as the still-airborne airplane passed
Taxiway D, the engine sound changed,
as if the pilot were attempting to perform a go-around. Suddenly, the airplane began a sharp roll to the right and
crashed into the river just north of the
airport.
www.bcadigital.com
Rescue operations began immediately; however, they quickly turned
into recovery operations. The river was
about 25 ft. deep at the accident site, and
all major airframe components sank
within a few minutes of impact. The
airplane was recovered by a dive team
from the Spokane County Sheriff’s office over a two-day period during the
week following the accident.
The fuselage sustained crush damage and fragmentation from the firewall
through to the right-side emergency
exit door. The engine remained attached
to the firewall, and the propeller hub
with all four blades remained attached
to the engine gearbox. All blades were
bent about 90 deg. aft, 8 to 12 in. from
their roots. Both wings had separated
from the airframe at their roots, with
the right wing separating into two sections outboard of the main landing gear.
The horizontal stabilizer had detached
from the tailcone.
The pilot and pilot-rated passenger
had died of blunt force trauma. No drugs
or persisting conditions were involved.
accident make and model during the 30day period prior to the accident.
Representatives from Rocket Engineering told investigators the pilot had
an appointment for his FAA medical
examination at 0800 on the morning following the accident, and therefore chose
to do the flight test that evening instead
of the following day (Friday). The pilot’s
wife also stated that he typically did not
work on Fridays but would do so if the
work schedule required it.
The pilot-rated passenger held a private pilot certificate with an airplane
single-engine land rating, issued in 2010.
He had accumulated a total of about 122
maintenance was performed, along
with the replacement of the four aileron
cables in the wings and an aft elevator
cable. The mechanic who performed the
work stated that the aileron and elevator
cables were replaced during the threeday period leading up to the accident.
The airplane’s owner also had arranged for another maintenance facility on the field to perform an avionics
upgrade concurrent with the inspection
being done at the Rocket Engineering
facilities. The avionics shop president
told investigators the owner made multiple requests to add additional items
to the work scope as the upgrade pro-
The Pilot
www.bcadigital.com
NTSB
The 64-year-old pilot-in-command, who
was seated in the left front seat, held
a commercial certificate with ratings
for airplane single-engine land, multiengine land, rotorcraft-helicopter, and
instrument airplane and helicopter,
along with a flight instructor certificate
for airplane single-engine land. He also
held a repairman, experimental builder
certificate, and was rated in the Bell 212
helicopter and Lockheed L-382 (C-130
Hercules) airplane.
His most recent FAA medical certificate was second class, and dated May 17,
2013, with the limitation that he must
have available glasses for near vision.
He was a retired Air Force Lieutenant
Colonel, with 20 years of active service
as a test pilot, instructor, and search
and rescue pilot.
The pilot was employed as an engineer for Rocket Engineering, and was
the primary liaison with the FAA’s
Flight Standards and Certification divisions. He also typically performed
post-conversion, post-maintenance and
customer familiarization flights for the
company. (Rocket Engineering did the
turboprop conversion on the accident
airplane.)
The pilot had accumulated about
5,800 hr. of total PIC flight time, 950
of which were in the accident make and
model. He had flown about 20 hr. in the
(Left wing aileron cable) The aileron remained attached at the inboard hinge, and partially
attached at the outboard hinge where the tip had become bent upwards. The aileron
control cable remained attached to upper portion of the control sector wheel, and had
looped back through the lower balance cable rib pass-through hole.
hr. of pilot-in-command flight experience. He was employed at Rocket Engineering as a customer service and sales
representative.
The Airplane
The accident aircraft was originally
manufactured by Piper in 1996 as a
PA-46-350P equipped with a Lycoming
TIO-540-AE2A 350-hp turbocharged
piston engine. It was modified by Rocket
Engineering in 2007 under a JetProp
LLC STC, which included the installation of a 560-hp Pratt & Whitney Canada PT6A-35 turboprop engine.
The airplane was brought to the facilities of Rocket Engineering on April 17
for an annual inspection. During the period leading up to the accident, routine
gressed. Due to time constraints, not all
of his requests could be accommodated.
The owner reported that he had decided to pick up the airplane on May 5;
however as the work progressed, he was
informed that the airplane would not be
ready in time, and the date was pushed
back to May 7 (accident day) and then
May 8. He had made plans to travel from
Los Angeles the afternoon of May 7, and
was en route via a commercial airline
when the accident happened.
The airplane’s primary flight controls are conventional, and operated by
dual control wheels and rudder pedals
through a closed-circuit cable system.
The ailerons and rudder are interconnected through a spring system located
under the main cabin.
A n a i l e r on i s m o u nt e d o n t h e
Business & Commercial Aviation | May 2017 33
Cause & Circumstance
Accidents in Brief
(Aileron balance cable, right side) The aileron balance cable
remained attached to the center section of the airframe, with the
cable swage balls intact at both ends. The right side of the cable
exhibited bunching, where four of its strands had separated.
NTSB
outboard trailing-edge section of each
wing via a series of hinges. Movement of
each aileron is controlled through a yoke
and pin assembly that interfaces with a
sector wheel mounted in each wing forward of each aileron. Each sector wheel
is connected to, and driven by, one aileron drive cable and one balance cable.
In each wing, both the balance and drive
cables are terminated with identical ball
swage fittings, and each swage fitting
inserts into one of two identically sized
receptacles in the sector wheel. Both cables are approximately the same length
outboard of the pressure vessel seals,
which are located about 1 in. apart vertically at the wing root.
In each wing, both cables are routed
to the fuselage along the wing trailing
edge, and pass through their respective
pressure vessel seals in the wing root.
Inboard of the pressure vessel seals, the
left and right balance cables connect
to one another after passing through a
center pulley, while the drive cables are
routed forward via pulleys to the control wheel assembly in the cockpit. The
balance and drive cables are aligned
vertically at the pressure vessel seals
and diverge about 3 in. laterally at their
respective pulley positions. The sector
wheel design is unique within the Piper
fleet to the PA-46.
The NTSB said that four aileron
cables were replaced during the maintenance operation. “Post-accident examination of the airplane revealed that
the aileron balance and drive cables in
the right wing had been misrouted and
interchanged at the wing root. Under
this condition, both the left and right
ailerons would have deflected in the
same direction rather than differentially. Therefore, once airborne, the
pilot was effectively operating with
minimal and most likely unpredictable lateral control, which would have
been exacerbated by wind gusts and
the attempt was unsuccessful and the
airplane entered a drainage ditch.
Ameristar Air Cargo Inc. Flight 9363,
a Boeing MD-83, N786TW, ran off the
end of Runway 23L after executing a
rejected takeoff at Willow Run Airport
(YIP), Ypsilanti, Michigan. All 109
passengers and 7 crewmembers
evacuated the airplane via emergency
escape slides. One passenger was
reported to have received a minor injury.
The airplane sustained substantial
damage (no post-crash fire occurred).
The airplane, which had been flown into
YIP two days before the accident, was
operating under the provisions of Part
121 as an on-demand charter flight and
was destined for Washington Dulles
International Airport (IAD), Dulles, Virginia.
Daytime visual meteorological conditions
prevailed at the time of the accident.
υ⁳⁳March 11 — About 1515 PST, a
Edited by Jessica A. Salerno
Selected Accidents and Incidents in March 2017.
The following NTSB information is preliminary.
υ⁳⁳March 13 — About 1530 CDT, a
Cessna 182, N6330B, crashed following
a loss of control while taxiing for
departure from the Skiatook Municipal
Airport (2F6), Skiatook, Oklahoma. The
commercial pilot, who was the sole
occupant, was not injured, but the
airplane sustained substantial damage
to the left horizontal stabilizer. It was VFR
at the time of the accident, and a flight
plan was not filed. The local flight was
originating at the time of the accident.
The pilot stated that while he was taxiing
the airplane for departure to Runway
36, the airplane suddenly veered to the
right. He attempted to correct the right
turn by applying the left brake, however,
Piper Aerostar, N301FW, landed with a
retracted left main landing gear at Reno/
Tahoe International Airport (RNO), Reno,
Nevada. The pilot, the sole occupant,
was not injured; the airplane was heavily
damaged. The Aerostar was registered to
and operated by the pilot. VFR conditions
prevailed for the cross-country flight,
which operated on an IFR flight plan. The
flight originated from Sandpoint Airport
(SZT), Sandpoint, Idaho at 1100 with an
intended destination of Minden-Tahoe
Airport (MEV), Minden, Nevada. The pilot
reported that, during landing checks at
MEV, the left main landing gear did not
extend. However, the nose and the right
main landing gear extended. The pilot
elected to divert to RNO to land. Upon
touchdown, the left main landing gear was
still retracted. The airplane slid down the
runway, which resulted in a substantial
damage to the left wing.
υ⁳⁳March 8 — About 1452 EST,
34 Business & Commercial Aviation | May 2017
υ⁳⁳ March 8 — About 1340 CST, a Grob
Aircraft AG G120TP-A, N196TP, was
heavily damaged during a forced landing
while maneuvering at Abbeville Municipal
Airport (0J0), Abbeville, Alabama. The
flight instructor and a pilot receiving
instruction sustained serious injuries, and
the airplane was substantially damaged.
www.bcadigital.com
propeller torque and airflow effects.”
The sections of the two interchanged
cables within the wing were about equal
lengths, used the same style and size of
termination swages, and were installed
into two same-shape and -size receptacles in the aileron sector wheel. “In
combination, this design most likely
permitted the inadvertent interchange
of the cables, without any obvious visual cues to maintenance personnel to
suggest a misrouting. The maintenance
manual contained specific and bold
warnings concerning the potential for
cable reversal,” said the Safety Board.
“A lthough the misrouting error
should have been obvious during the
required post-maintenance aileron rigging or function checks,” said the Safety
Board, “the error was not detected by
the installing mechanic. Although the
installing mechanic reported that he
had another mechanic verify the aileron functionality, that other mechanic
denied that he was asked or that he conducted such a check. The mechanic who
performed the work also signed off on
the inspection; this is allowed per federal regulations, which do not require
an independent inspection by someone
who did not perform the maintenance.”
The pilot did perform a pref light
check; the preflight checklist included
confirmation of “proper operation” of
the primary flight controls from within
the cockpit. “Although the low-wing
airplane did not easily allow for a differential check of the ailerons during
the walk-around,” said the Safety
Board, “both ailerons could be seen from
the pilot’s seat; therefore, the pilot
should have been able to recognize
that the ailerons were not operating
differentially.”
In analyzing the circumstances of the
accident, the Safety Board observed
that the accident occurred at the end
of the business day, and the airplane
had been undergoing maintenance for
a longer-than-anticipated period. The
airplane’s owner was flying in from another part of the country via a commercial airline to pick up the airplane the
following morning. The accident pilot,
who was an engineer at the company
and typically flew post-maintenance
test flights, was assisting with returning the airplane to service. He also had
an appointment with an FAA medical
examiner the next morning (Friday),
and he typically did not work on Fridays. “It is likely that the mechanic and
pilot felt some pressure to be finished
that day so the owner could depart in
the morning and the pilot could attend
his appointment.”
The Safety Board determined the
probable cause(s) of this accident to be:
“The mechanic’s incorrect installation
of two aileron cables and the subsequent
inadequate functional checks of the aileron system before flight by both the
mechanic and the pilot, which prevented
proper roll control from the cockpit, resulting in the pilot’s subsequent loss of
control during flight. Contributing to
the accident was the mechanic’s and the
pilot’s self-induced pressure to complete
the work that day.”
Unfortunately, the significant causal
factors involved in this accident are
repeated several times each year.
Pressure to get the job done; inspection/installation-unfriendly designs;
and rushed preflight inspections are
all potential killers. The record shows
that post-maintenance flights should
never be considered “routine.” They are
fraught with hazards that can kill the
unwary crew. BCA
The airplane was registered to and
operated by CAE USA, under Part 91 as
an instructional flight. VFR prevailed at
the time and a company VFR flight plan
was filed and activated. The local flight
originated about 1304 from Dothan
Regional Airport, Dothan, Alabama. The
flight instructor stated that a preflight
inspection was performed and no
discrepancies were reported. The flight
departed with about one-half capacity
fuel load and flew near Lake Eufaula
where in accordance with the operator’s
upset recovery training checklist, the
crew awareness system circuit breaker
was pulled. The pilot receiving instruction
performed the maneuvers, and at the
conclusion, the flight instructor took
the controls and flew to 0J0, where he
intended to demonstrate a practice
power off procedure terminating with a
low pass. The flight instructor entered
the maneuver (high key) at 2,400 ft.,
with the power lever at flight idle and
the condition (propeller) control at low,
and maintained 100 kt. while turning
crosswind and downwind. He lowered
the landing gear and at the low key
position (abeam the landing threshold),
the airplane was 1,200 ft. AGL. The
pilot receiving instruction stated that he
smelled fuel, and the flight instructor
turned onto the base leg of the traffic
pattern, though he did not smell fuel
at that time. They both then noted a
vapor from the right side of the engine,
followed by a puff of white smoke. The
flight instructor noted a total loss of
engine power, with a resulting 10 kt.
decrease in airspeed and corresponding
increase in descent rate, though there
was no audible annunciation. The pilot
receiving instruction attempted to restart
the engine and he advanced the power
and condition levers full forward, but the
engine did not respond. While over trees
unable to reach the runway, the flight
instructor maintained controlled flight
until the airplane collided with trees,
then the ground. Both pilots exited the
airplane, and after notifying the operator
of the accident, they walked to the
airport and were taken to a hospital for
treatment. The wreckage was secured for
further examination. In addition, onboard
devices that recorded flight and engine
related data were retained and forwarded
to the NTSB Vehicle Recorders Laboratory
for read-out.
www.bcadigital.com
υ⁳⁳March 5 — About 2223 Alaska
standard time, a wheel-equipped Cessna
172K airplane, N736AS, sustained heavy
damage during an impact with sea ice
in Norton Sound about 10 mi. east of
Nome, Alaska. The private pilot and sole
occupant received fatal injuries. The
airplane was registered to and operated
by the pilot as a VFR cross-country
personal flight under the provisions of
Part 91, when the accident occurred. VMC
prevailed along the route of flight, and
IMC prevailed at the destination. No flight
plan was filed. The flight departed the
Wasilla Airport, Wasilla, Alaska at 1710
destined for Nome City Field Airport (94Z),
Nome.During an interview with the NTSB
investigator-in-charge on March 7, the
pilot’s fiancé said that the pilot was going
to visit friends in Nome and that he was
time limited by his work schedule. She
said that at about 1700 she witnessed
him fueling the airplane and two fuel
containers, for a total of 35.3 gal., per the
Business & Commercial Aviation | May 2017 35
Cause & Circumstance
Accidents in Brief
fuel company records. She said that the
pilot flew this route often, maybe 20 times
before, but usually in summer. During
an interview with the NTSB on March 8,
a friend of the pilot in Nome said that
she was expecting him that night by
2130 and he was planning to land at
Nome City Field. The airplane arrived
in the Nome area at 2141 and she and
the pilot texted back and forth for the
remainder of the flight. Prior to making
any approaches, the friend texted the
weather to be “10 miles 600 over.” The
pilot texted back “OK I think I can sneak
in,” then he proceeded to make four
visual approaches to City Field runway
21, as well as circling maneuvers in the
area. He texted “one more try” and after
he couldn’t land, he texted “one more
OK” before his last attempt. At 2214 he
texted “not happening” and departed the
area. During an interview with the NTSB
on March 7, a witness who lives near City
Airport saw the airplane making multiple
approaches and depart to the east.
He also heard a transmission on the
common traffic advisory frequency (CTAF)
of 123.6 MHz that sounded like “no, no,
no” sometime after the airplane departed
the area. The concerned witness then
listened on 121.5 MHz for an emergency
locator transmitter (ELT) signal, but did
not hear one. The pilot’s fiancé reported
the airplane overdue at about 0530
on March 6. At about 0959 a Nome
Search and Rescue crew located the
airplane wreckage about 10 miles east of
Nome, on sea ice, near Hastings Creek.
The wreckage consisted of the entire
airplane in a vertical nose down attitude.
The Garmin GPSMAP 296 device was
recovered and downloaded by the NTSB.
The Garmin GPS data indicates that the
airplane took off from Wasilla at 1710
and made no en route stops. The data
shows an airplane track that included
four approaches to Nome City Airport
Runway 21, some maneuvering in the
area, then a departure to the east.
The total GPS distance flown was 596
statute miles and total GPS time 5.3 hr.
The last data point was at time 2223 and
indicated the airplane at a groundspeed
of 42 mph and 373 ft. GPS altitude
near the wreckage location. The pilot
held a current FAA Third Class Medical
Certificate that stated the restriction
“not valid for night flying or by color
signal control.” The closest weather
reporting facility is Nome Airport, Nome,
Alaska, about 11 mi. west of the accident
site. At 2204, an aviation special
weather report (SPECI) from the Nome
Airport was reporting in part: Wind calm;
sky condition, overcast 400 ft.; visibility,
10 sm; temperature -21 C; dewpoint -22C;
altimeter, 30.49 in. Official sunset was
1933.
υ⁳⁳March 4 — About 0023 EST, a
Cessna 421B, N421KL, was heavily
damaged after a collision with a
powerline and terrain in Canton, Georgia.
The commercial pilot was killed in the
accident. Night VFR conditions prevailed
at the time and no flight plan was filed for
the personal flight. The flight departed
from the Richard Lloyd Jones Jr. Airport
(RVS), Tulsa, Oklahoma at 1930 EST.
According to personnel at Southwest
Aviation & Brokerage, the pilot purchased
the airplane on March 2, 2017. A flight
instructor who flew with the pilot on
March 1, 2017, said he flew for a 1 1/2
hr. to go over the various systems of the
Cessna 421. On March 2, 2017, the flight
instructor flew with the pilot again for 45
min. conducting pattern work. He said
that the pilot told him that he had owned
two Cessna 421Cs in past and was a
little “rusty.” The pilot went on to say that
he hasn’t flown a 421 since 1984. The
instructor acknowledged that overall the
pilot was knowledgeable of the operation
of airplane. The flight instructor also
recalled that the pilot departed with
sufficient fuel for the cross-country
flight. Preliminary radar data obtained
from the FAA revealed that the pilot
was in contact with air traffic control
and was receiving VFR flight following
services while inbound to Cherokee
County Airport (CNI), Canton, Georgia,
and cancelled flight following when
he had the airport in sight. Witnesses
36 Business & Commercial Aviation | May 2017
observed the airplane flying extremely
low, before noticing a “ball of fire” erupt
near the airport. According to the airport
manager, video footage of the airplane
approaching Runway 5 was captured
by the airport surveillance system. She
went on to say that the video showed
that as the airplane got closer to the
airport, it banked to the right side of
the runway before descending into a
ravine. Examination of the accident site
revealed that the airplane came to rest
in a retention pond located about 420
ft. east of the runway centerline. There
were powerlines entangled on the right
main landing gear strut and right wing
of the airplane. The nose and cockpit
were crushed aft and the windscreen on
the left side was broken away from the
fuselage. The wreckage was retained for
reexamination at a later date.
υ⁳⁳March 4 — About 1330 EST, a
Beech B-60, N39AG, was destroyed by
impact and a post-crash fire following an
uncontrolled descent in Duette, Florida.
The private pilot/owner and the flight
instructor were killed in the accident. VFR
prevailed, and no flight plan was filed
for the instructional flight. According to
friends and representatives of the pilot’s
family, the pilot recently purchased
the airplane, and the purpose of the
flight was to complete ground and flight
training in the airplane to meet insurance
requirements. The airplane departed
Sarasota-Bradenton International Airport
(SRQ) about 1240, and cancelled flight
following services with ATC about 10
min. later. With a model of an airplane
in his hand, one witness demonstrated
an airplane in straight and level flight,
going “kind of slow,” as the nose gradually
pitched up. He then demonstrated the
airplane suddenly banking to one side,
and entering a spiraling descent. He
said the engine sound was smooth and
continuous throughout, and the engine
sound increased throughout the airplane’s
descent, until it disappeared from his
view and he heard the sounds of impact.
The witness added that as the airplane
disappeared behind the trees and out
of view, he “heard him give it gas,” and
described an engine sound increasing to
very high rpm. BCA
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Safety
Approach Impossible
“Chair Flying” to minimums or not at all
Pilot Jon Cain “chair flies” an arrival
before leaving the ground.
approach by visualizing each step of
the procedure while considering terrain, country-specific and other local
restrictions, and aircraft descent and
turning performance. In many cases
advanced trigonometry is helpful but
not required; a few basic math rules
of thumb and a pocket calculator will
suffice.
Mountainous Terrain — The
Improbable Approach
If you’ve never flown into Eagle County,
Colorado, Regional Airport (KEGE) and
had only the publicly available instrument approaches available, you might
think the published RNAV (GPS)-D
BY JAMES ALBRIGHT james@code7700.com
uch of flying is an “act of faith.”
You are placing your trust in
those who designed and built
the a ircra f t, in those who
maintain it, and in those who trained
you to defy gravity for a living. Your act
of faith goes even further than you may
realize, however.
Who, for example, ensures the instrument approach you are about to fly
can be safely flown down to minimums
without breaking anything? We assume the approach was designed correctly, tested in real world conditions,
and has the seal of approval from the
aviation authority of the host nation. In
most cases, all of that is true.
A Jeppesen approach plate will often
have the term “TERPS” or “PANSOPS” printed on one side. In the first
case, the approach was designed in
accordance with the U.S. Standard
for Terminal Instrument Procedures
(TERPS), an FAA Order (currently
numbered 8260.3C) in a constant state
of revision. In the second case, the
guidance came from the International
M
Eagle, Colorado RNAV(GPS)-D, Jeppesen
KEGE page 12-1
Civil Aviation Organization (ICAO)
Procedures for Air Navigation Services, Aircraft Operations (PANSOPS), also known as ICAO Document
8168. With the TERPS or PANS-OPS
“seal of approval,” you know the approach plate has been vetted. But in
either case, can you assume the instrument approach is flyable down to minimums exactly as published?
Unfortunately, the answer is no.
There are cases when the approach,
while legal, is improbable because the
terrain makes the required descent
angles unsafe. Other approaches, while
perfectly safe, are impractical due to
airspace design or airport congestion.
Finally, some approaches are impossible to fly because of poor design and
will guarantee the need to execute a
missed approach if attempted down to
minimums. You can, however, discover
these improbable, impractical and impossible approaches before leaving the
ground. And that knowledge can help
you come up with a “Plan B.”
T h e k e y i s t o “c h a i r - f l y ” t h e
38 Business & Commercial Aviation | May 2017
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Safety
weather minimums of 2,353 ft. and 3
sm would allow a comfortable and safe
arrival with weather just above those
figures. But that would be wrong thinking. There are special approach procedures requiring operator approval and
specific training for EGE, but the RNAV
(GPS)-D can be flown by any RNAV-capable aircraft and instrument rated pilot. Easy, right?
Pilots with at least one approach
into this airport know that f lying
north of the procedure course down
a valley in visual conditions is the better choice. They only begin the approach if they can spot the airport
from waypoint POWRS at 12,000 ft.
MSL, nearly 6,000 ft. above the runway. They have basically doubled the
weather minimums. But what if you’ve
Descent Angle
As a rule of thumb, most jets descend easily at a 3-deg. angle but require extraordinary measures at higher angles. You can use a calculator to solve the trigonometry:
The height of an airplane 1 nm away from a point is equal to 6,076 ft. times the sine
of the angle. For example, a 3-deg. angle leaves an airplane at 318 ft. when 1 nm away.
But you don’t really want to add a scientific calculator to your flight bag, do you? If
you figure the descent angles from 1 to 8 deg. you will notice a strange coincidence:
The angle approximates the height loss in hundreds of feet. You can use that coincidence to coin a rule of thumb:
Descent Angle = Altitude to Lose (Hundreds of Feet)
Distance to go (nm)
And:
A normal 3-deg. descent requires 318 ft. of altitude for every 1 nm traveled.
So, let’s say you are at 10,000 ft. and need to descend to an airport with a 1,000-ft.
elevation, which means you are losing 90 hundreds of feet. If you had 30 mi. to do
that you are in great shape, with a textbook perfect 90 ÷ 30 = 3-deg. descent. But
what if ATC delayed you until 15 mi.? Now you are looking at a 90 ÷ 15 = 6-deg. descent. You are in “slam dunk” territory!
Typical heights versus vertical path angles
40 Business & Commercial Aviation | May 2017
never flown into Eagle and don’t know
anyone who has?
Imagine yourself f ly ing the ap proach in Instrument Meteorological
Conditions (IMC) after successfully
making the descent to 9,860 ft., your
last step-down altitude prior to the
missed approach point. While you began the day with a bit of concern, you
breathed a sigh of relief when the ATIS
reported the weather was 3,000 ft. and
4 sm. You still have a mile before you
can leave the step-down altitude but
start to make out what has to be the
runway. You spot it! But then it hits you
that even though the runway is 4 mi.
away, you are still over 3,000 ft. above
the landing surface. Too high! Now
what? Can you circle? The surrounding
Rocky Mountain terrain discourages
that thought immediately. You have no
choice but to go missed approach and
think of a new way to get your passengers to their Vail ski chalet.
Thankfully, Garfield County Regional Airport in Rifle, Colorado (RIL)
is just over 30 nm to the west and can
fit you in on their crowded ramp. The
FBO was out of rental cars and any
available hangar space was already
taken. As your passengers wait for
their ground transportation to catch
up, you are forced to revisit the decision-making that brought you to this
point.
The Eagle County weather was well
above minimums, but landing from the
approach in that weather would have
required a wildly unstable approach
and been unsafe. It appears the Garfield ramp had already been consumed
by other crews who knew better than
to attempt an approach to Eagle with
a 3,000-ft. ceiling and “only” 4 sm visibility. The more seasoned pilots unveil
the Eagle County secret. “If I don’t see
the runway before POWRS,” one pilot
tells you, “I’m not descending any farther.” He goes on to tell you that even
on a clear day, flying with the needles
centered leaves you too high to land.
“You have to fly down the valley to the
north, otherwise you aren’t landing.”
Well, now you know better! But how
could you have known this without previous experience?
The key to flying an unfamiliar instrument approach correctly the first
time is to mentally put yourself on the
approach before you have to do it for
real. You can do this from your dining
room table, hence the seasoned veteran’s technique of “chair-flying,” but
you need to be methodical about it. You
www.bcadigital.com
Terrain elevation along the valley north of
the KEGE RNAV(GPS)-D approach, from
Google-earth
need to think about the airplane’s ability to descend and turn along each segment of the approach.
Looking back at our RNAV (GPS)-D
approach into Eagle County we understand immediately that the terrain
imposes descent restrictions until at
least the 9,860-ft. step-down altitude
located 3.5 mi. from the runway. If the
weather was good enough to spot the
runway from this distance, what kind
of descent rate is needed? We need
to descend 9,860 – 6,547 = 3,313 feet,
or 33 hundreds of feet. Using our descent rule of thumb, we find that our
required descent rate will be 33 ÷ 3.5
= 9 deg. Under TERPS, the maximum
glidepath angle for a precision approach is 3.1 deg. for Category D and
E aircraft, 3.6 deg. for a Category C
aircraft and 4.2 deg. for a Category B
aircraft. While those numbers don’t
restrict how you fly this non-precision
approach, they offer you a good idea of
what can be done safely. The 9-deg. descent angle is simply too steep.
Our chair-f lying exercise reveals
that f lying this approach with the
needles centered leaves you too high
to make a stable approach to landing
from instrument minimums. The terrain depiction on the instrument chart
reveals a valley to the north of the approach course that would allow you to
descend earlier and provides the added
benefit of lengthening your flight path
to give you more distance to descend.
But will it be enough?
The first time I f lew into Eagle, I
took a paper terrain map and plotted
www.bcadigital.com
a hypothetical ground track to determine the distance flown. These days
there are free internet applications
that can automate the process. Using
a terrain mapping application such as
Google Earth shows the valley route
from waypoint POWRS to the runway
is 16 nm long. Beginning our descent
from POWRS means we have to lose
12,000 – 6,547 = 5,453 ft., just over 54
hundreds of feet. That reduces the required descent gradient to 54 ÷ 16 =
3.4 deg.
The terrain at many airports in
mountainous areas makes landing
from instrument approaches improbable because the required descent rates
are too high while remaining precisely
on course. Other approaches can be
impractical because of national rules,
air traffic density or other unusual circumstances.
international pilot can be forewarned.
The ILS or LOC Rwy 27 to Schiphol
Airport (EHAM) in Amsterdam provides a classic example. Under PANSOPS this type of course reversal is
known as a base turn and must be begun from a specific entry sector. The
entry sector is generally within 30 deg.
of the outbound course. If outside the
entry sector, the holding pattern must
be used to get within that sector before
starting the approach.
Our Schiphol example approach has
two initial approach fixes for aircraft
arriving from the west and one from
the east. Only pilots entering from
SUGOL are permitted to immediately
begin the outbound segment of the approach. Pilots arriving from ARTIP
and RIVER are expected to execute
a turn in holding at the Schiphol VOR.
About a year ago I was arriving
from the west and got the clearance,
“cleared ARTIP ILS Runway 27.” Under U.S. procedures I could fly from
ARTIP to SPL and then turn left to
intercept the 116-deg. outbound radial.
This would have earned me a violation
Schiphol ILS or Loc Rwy 27, Jeppesen
EHAM page 11-7
Unusual Circumstances —
The Impractical Approach
ICAO course reversal entry procedures
are different than U.S. procedure turn
entry rules and the difference can get
you in trouble. The international procedures do a better job of ensuring you
begin the approach on course but often
require extra maneuvering prior to
starting the approach.
Some airpor ts can compound
this confusion with local procedures
needed to dea l w ith high- density
traffic. These local procedures are
rarely published where a v isiting
Business & Commercial Aviation | May 2017 41
Safety
Schiphol ILS or Loc Rwy 27 “Double” course reversal
under ICAO rules.
Because we chair-f lew the arrivals into Schiphol as a crew, we were
fully prepared to deal with having to
reverse course twice. This “double”
course reversal hardly makes sense
for one of the world’s busiest airports,
but these are the rules as published
under ICAO PANS-OPS. If we had lost
communications or air traffic control
had lost radar, we would expect to fly
the arrival precisely this way. But we
knew it couldn’t end up this way since
Schiphol is far too busy. Our chair-flying exercise included other options to
arrive at each runway. There was also
a VOR approach to Runway 27, though
it is hardly anyone’s first choice of a
procedure to use in actual instrument
conditions.
The Jeppesen airport arrival briefing pages spelled out the lost communications scenario that included
the double course reversal. But those
pages also noted, “navigation in the
initial and intermediate approach segment is primarily based on radar vectors by ATC.”
As we neared the airport our first
clearance was “cleared ARTIP, ILS
Runway 27.” We realized our hypothetical double course reversal was
really possible but suspected a vector
might shorten things considerably, so
we began configuring early. Shortly
after passing ARTIP we got a new
clearance, “Direct Papa Alpha Mike,
cleared the ILS Runway 27.”
Now we could have had a new problem: Where is Papa Alpha Mike? Fortunately, we had also reviewed the VOR
Runway 27 approach, which is flown
off of the PAM VOR.
There is no doubt the ICAO double
course reversal can be impractical at
times, but it also serves to remind us
that many U.S. procedures are exceptions to ICAO PANS-OPS. We need to
know the rules of the host country and
keep a level of situational awareness to
make an impractical approach usable.
Sometimes an approach can seem
straightforward and quite practical,
but a simple design error will make
landing at the published minimums
impossible.
minimums are 3,200 meters, about 2
sm (1.73 nm).
I first flew this approach in a Gulfstream V with a ragged ceiling between 1,500 and 2,000 ft. but good
visibility outside the clouds. Our approach speed was just under 120 kt.
and we planned on flying the entire
procedure fully configured at that
speed. We didn’t spot the runway until
right on an extended centerline and by
then we were too high to land. Fortunately, on the second try, the ragged
ceiling allowed us to spot the runway
earlier and descend comfortably to
land. Our postf light critique began
with one thought: “Why were we too
high on the first try?”
Had we chair-flown the approach
ahead of time, we would have realized
landing at minimums would have been
impossible. The distance needed to
descend from the 1,500-ft. MDA to the
near sea level runway exceeded the
distance available along the 063-deg.
extended runway centerline or within
the distance of the visibility minimum.
But you cannot predict your distance
from the runway on that extended centerline without knowing your aircraft’s
turn radius.
Since we flew the entire procedure
E.T. Joshua NDB Rwy 07, Jeppesen TVSV
page 16-1
Poor Design — The
Impossible Approach
Approaches with specific tracks to fly
can seem deceptively easy: You just
need to follow the heavy black line. But
these approaches can be built for the approach designer’s convenience, not the
pilot’s. Chair-flying these approaches
ahead of time can reveal minimums that
are set too low.
The N DB Runway 07 into E . T.
Joshua Airport, Kingstown, St. Vincent (TVSV) looks straightforward
at first glance. You pick up a 283 deg.
course for 3.5 min., turn left, and then
turn left again when on runway centerline. The MDA is at 1,500 ft. and the
42 Business & Commercial Aviation | May 2017
www.bcadigital.com
Measuring course distances with a hand drawn ruler
at 120 kt., we were doing 2 nm per minute. (120 nm per hour divided by 60
min. in an hour.) That gave us a turn
radius of 0.6 nm. Doubling that gives
us our turn diameter and the answer to
the question, how far south of the runway is the 103-deg. course? Answer:
1.3 nm.
But we will be flying the diagonal
063-deg. line, which gives us more distance to descend. But how much more
distance? At this point, we have two
options on determining the distance:
Armed with our turn radius, we can
plot our ground track on the approach
chart or we can do the same mathematically.
The heav y black line on the ap proach plate may or may not be an
accurate representation of the aircraft’s actual ground track, depending
on the aircraft’s speed and environmental conditions. We can construct
our own hand-drawn ruler by transferring the scale on the left of the
Jeppesen chart onto the edge of an
index card or other straight-edged paper. Using this makeshift ruler, we discover that the heavy black line traces
an eastbound course that is about 1.5
nm south of the westbound course. Because we know our turn diameter will
be 1.3 nm, we know our aircraft will
actually fly inside the depicted track
but will be close.
We then measure the distance from
the eastbound track to the runway
and see we will have less than 2.5 nm,
Low Altitude Turn Radius
An airplane’s turn performance at a constant altitude can be derived by combining
formulas for centrifugal force, load factor and the trigonometry of a circle. The resulting math is precise, but not cockpit friendly:
Radius of Turn (ft) =
V2
11.26 tan ȣ
V is the true airspeed (in knots), tan is the trigonometric tangent function, and
(the Greek symbol “theta”) is the bank angle (in degrees).
By converting knots to nautical miles per minute and assuming a 25-deg. angle of
bank turn, we can greatly simplify the formula:
Radius of Turn (nm) = (nm/min)
3
This has an acceptable accuracy up to 170 kt.
www.bcadigital.com
because we will be inside the depicted
course.
With a little knowledge about right
triangles and a scientific calculator, we
can find the distance between our turn
to final and the runway more precisely.
Instrument approaches are often made
up of straight lines and semicircles
that can be further broken down to a
series of triangles. In the case of our
Joshua NDB approach, the distance to
descend along the 063-deg. course line
is the hypotenuse of a right triangle for
which we know the smallest angle because we turn left from 103 to 063 deg.,
a difference of 40 deg.
Our right triangle lengths decoder
tells us the length of the (c) leg is equal
to the length of the (a) leg divided by
the sine of the angle (A). A calculator
makes quick work of this: c = 1.33 ÷ sine
(35) = 2.1 nm.
Whether you use the hand-drawn
ruler or a scientific calculator, the
chair-flying exercise reveals that we
have less than 2.5 nm to descend 1,500
ft. Our earlier rule of thumb tells us
that this will require a 15 ÷ 2.5 = 6-deg.
descent rate. No wonder we were too
high to land!
So the next question would be how
much distance do you need to make
that descent? Remembering that a
3-deg. glidepath takes 318 ft. per nm,
our answer is 1,500 ÷ 318 = 4.7 nm.
In terms of visibility, that equates to
5.4 sm.
Now we know the approach minimum of 3,200 meters (2 sm) does not
provide enough distance to descend
in a safe, stabilized manner. We had
future trips to St. Vincent and realized
we would need Visual Meteorological
Conditions (VMC) to safely land.
Business & Commercial Aviation | May 2017 43
Safety
Typical right triangle
Right Triangle
Length
Decoder
When dealing with right triangles,
you only need to know the length of
two sides or the length of one side
and one of the smaller angles to determine the length of the remaining
side or sides. The sides are typically
labeled with lower case letters: a, b
and c. The opposite angles are given
the same letters in upper case: A, B
and C.
For example, if you know the
length (c) and the angle (A), you can
find the length (a) with a scientific
calculator by entering (A), pressing
the sine key (typically labeled “sin”)
and multiplying that by the lengh (c).
Determining turn radius
Approach geometry
An Instrument Approach
Chair-Flown at 0 Kt.
I f a n i n s tr u ment approach lo ok s
unusual at f irst glance, it w ill
b e w o r t h a s e c o n d o r t h i r d e xa m i n ation . B ut a n a ly z i n g a n u n usual instrument approach just
m i nut e s pr ior t o b e g i n n i n g you r
descent doesn’t leave you a lot of
t i me t o con sider i f t he approach
is improbable, impractical or
perhaps impossible. Cha ir-f ly ing
the approach before you leave
the ground gives you the time
to come up w ith other options,
including not going in the f irst
place.
The only rea l math skill needed
is know ing how much airspace
your airplane needs to turn. With
a few rules of thumb, an approach
plate d raw n to sca le a nd a sha r p
pencil, you ca n accurately pre d ict your f light path a nd f ind out
i f you a re lo ok i n g at a n i mpos sible approach before you a re comm itted to f ly ing it. BCA
44 Business & Commercial Aviation | May 2017
a = (c) sin(A)
a = (c) cos(B)
a = (b) tan(A)
a = b / tan(B)
a = c / sec(B)
a = c / csc(A)
b = (c) sin(B)
b = (c) cos(A)
b = a / tan(A)
b = (a) tan(B)
b = c / sec(A)
b = c / csc(B)
c = a / sin(A)
c = b / sin(B)
c = b / cos(A)
c = a / cos(B)
c = (b) sec(A)
c = (a) sec(B)
c = (a) csc(A)
c = (b) csc(B)
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Pilot Report
The Heir Apparent
Bell hopes to regain light-turbine glory with the Model 505
BY AARON SMITH
ell Helicopter has returned to the five-seat light-turbine
market once dominated by its 206B Jet Ranger, of which
some 8,500 civil and military variants were delivered.
But since production of that model ended in 2010, other
marques and models — notably the Robinson R66 — have come
to the fore. Now, with the new Model 505 Jet Ranger X, a more
powerful and sophisticated successor to the 206, with new propulsion, avionics, systems and airframe but the same transmission and rotors, the Textron subsidiary hopes to reclaim
its crown.
The 505 was certified in December 2016 and deliveries began in March. A former U.S. Army aviator — my training at
Fort Rucker began in the TH-67, the service’s version of the
Jet Ranger — and an MD 520N pilot for the Prince George’s
County, Maryland, Police Department, I traveled to Dallas to
evaluate Bell’s latest.
According to Chuck Evans, Bell’s director of marketing
B
and sales, the company’s targets for the new aircraft included
equipping it with a powerful turboshaft with full-authority digital engine controls (FADEC), a modern digital cockpit, a true
five-place cabin and marketing it for about $1 million.
Our evaluation flight was to depart from the Vertiport, Dallas’ downtown elevated heliport, hard by the city’s convention
center. There I met Randall Parent, Bell’s senior demonstration
pilot. As we walked on to the deck after our preflight briefing,
the winds were out of the south at 25 kt., with gusts to over 33
kt. Some maneuvers would not be advisable in sustained winds
with such a gust spread. Parent and I discussed the flight
maneuvers I felt would best give an idea of the Jet Ranger X’s
abilities. We were flying a demonstration aircraft that was
not equipped with skid shoes for touchdown autorotations or
run-on landings. We would have to terminate all autorotations
with power.
During the walk-around, I found that everything I needed to
Evaluation pilot Aaron Smith (left) finds
integration of the helicopter’s systems
with the Garmin G1000 displays to be
seamless. Randall Parent, Bell’s senior
demonstration pilot, is in the right seat.
TONY OSBORNE/AW&ST
46 Business & Commercial Aviation | May 2017
www.bcadigital.com
www.bcadigital.com
entered our weights and that
of the fuel and instantly the
display showed our weight of
3,150 lb., or 530 lb. below maximum gross, along with our
longitudinal and lateral center
of gravity.
T here’s a t wo -position
sw itch labeled I DLE a nd
FLY on the collective-lever
head, easily manipulated by
thumb. After confirming both
switches were set to IDLE, I
reached to the center instrument panel controls, pushed
the selector to START/RUN
and that was it. We watched as
MGT, Nr (rotor speed) and Np
(power turbine speed) came
alive, and Ng (gas turbine
speed) was at about 63%. I have
thousands of hours in FADECequipped aircraft, but none in a
single-engine rotorcraft in the 505’s price range.
After setting up the G1000’s PFD and MFD, Parent placed his
throttle (switch) to FLY and we were ready to go. We taxied out,
lifted off and headed to Dallas Executive Airport (RBD, the former Redbird), about 8 nm to the southwest, to conduct maneuvers. Parent had me switch my throttle to FLY, and the aircraft
let us know we were in “dual-FLY” mode. The 505 was remarkably smooth given the winds. I had no problems finding a straight
and level attitude at 100 kt. The collective control was also staying right where I put it, and so it continued throughout the flight.
I set up a 70-kt. base leg then reduced to 60 kt. indicated
airspeed on final and shot my approach to the departure end of
Runway 17. Into the wind it was difficult to detect the 25-35-kt.
wind. On the way to RBD I did notice that, similar to the 206,
you have to make a conscious effort to maintain coordinated
flight and keep the aircraft in trim. I have flown a number of
aircraft without automated flight controls that do not require
as much footwork, but it was no different from the 206. On short
final, a voice alert told me I was at 50 ft.
At the departure end of Runway 17 we sidestepped to the
large sod area where Parent let me conduct a number of hovering maneuvers, including sideward and rearward flight. I
was easily able to get the aircraft to move in either direction
smoothly, with relatively little pedal input to keep the tail behind the aircraft. I was easily able to reach 17-18 kt. Parent demonstrated speeds closer to the 25-kt. sideward and rearward
limits with no issues. Turns around the mast were smooth, and
the aircraft required less torque than I thought to get the tail
through the 30-kt. wind while maintaining a relatively constant
rate of turn.
After in-ground-effect hovering maneuvers, I asked Parent
to get to an out-of-ground-effect (OGE) altitude of about 100
ft. AGL to demonstrate pedal turns — a maneuver I would not
have been as comfortable doing in the 206 given the winds. I
noted about 78% as the highest torque value — good power
remaining considering winds and weight.
As previously mentioned the aircraft was not equipped
with skid shoes for touchdown autorotations or run-on landings. Consequently, we had to terminate all autorotations with
power. After the OGE hover work, I asked Parent to demonstrate a hovering autorotation. He went with the published
SHELDON COHEN/COHEN PICTURES
check — sight gauges, engine
inlets, avionics bay — was
easy to access. Dzus fasteners
secure all access doors, making them easy to manipulate.
Climbing on the aircraft to inspect the rotor head and engine also was relatively easy;
however, it would have been
helpful to have a right-side
handhold, like the one on the
left, to aid the ascent.
Up top, the dual-spool hydraulic actuators constitute
a slight change from the 206.
The major difference between
the predecessor aircraft and
its descendant, however, is the
latter’s Turbomeca Arrius 2R
I
engine, rated at 504 shp for
takeoff and 457 shp continuous. That represents a major
increase from the 206B’s 420shp Rolls-Royce 250-C20B. However, Bell’s main reason for
choosing the French engine was its FADEC.
Behind the cabin is a luggage compartment big enough for
four sets of golf clubs or 250 lb. of gear. Meanwhile, the electronic power supply unit contains everything needed to manage the generator, battery monitoring and charging, and power
distribution to the aircraft’s various systems. Notably, there are
no cockpit circuit-breakers within reach of the pilot since Bell
wants to wean pilots from using them as switches or resetting
those indicating a problem — a position I endorse.
The tail boom remains a classic monocoque design, and the
tail rotor and its gearbox are legacies of the 206. The main rotor and transmission are also proven components from the 206,
with minor design changes for installation. All the lighting is
LED, and a night-vision-goggle-compliant version of all lighting
and displays will be available.
The main windscreen descends level to the floor with no
obstructions. Doors and seats were easy to manipulate. No
doors-off configurations have been specified but should be
soon — likely with a speed restriction of 90 kt., as with the 206.
Behind the left cockpit door is a smaller reverse-opening
door to help access the rear cabin. The area in the rear is remarkably spacious and can easily accommodate three adults.
Entering the aircraft, it would have been helpful to have a
strap to grab to assist with front-seat boarding. The forward
seats are comfortable but not adjustable; they must be locked
forward in the “fly” position. To adjust for pilot height, antitorque pedals must be moved to one of eight positions, a somewhat cumbersome task.
The checklist is a simple, single sheet taken directly from the
pilot operating handbook (POH). Parent turned on the switch
to the small lithium-ion battery in the avionics bay. At that
point the Garmin G1000 displays and standby indicators came
alive. Integration of engine, transmission and systems with
the G1000 appeared seamless. Warning, caution and advisory
lights are all displayed clearly. The limiting engine or transmission indication is enlarged, with information presented in dial
format so pilots can readily monitor trends. For startup, Turbomeca’s limiting indication is measured gas temperature (MGT).
Parent switched to a nifty weight-and-balance display page
that is clearly laid out as a top-down view of the aircraft. He
Business & Commercial Aviation | May 2017 47
Pilot Report
TONY OSBORNE/AW&ST
zero-ground-speed bottom side of the height-velocity diagram
limit of 5 ft., switched to IDLE and the 505 settled much like the
206, with about 2-3 in. of right pedal input. Then it was my turn.
I took the controls, placed the throttle to FLY and the FADEC
smartly brought rotor rpm back to flight speed. Once again, for
my hovering rotation the aircraft was exactly like a 206.
Next, when Parent demonstrated a minimum-rate autorotation, 50 kt. gave us 1,400 fpm, and a max glide speed of
70 kt. gave us 1,850 fpm. He used the middle of the green arc
for Nr, or 100% — at the center of the 90-111% range. Descent
rates were as expected for the high inertia of the relatively
large and lengthy blades of Bell’s semi-rigid underslung rotor
design. It feels like you have lots of time. Compared to some
aircraft, you do — just don’t let Nr go below the green. Getting
rpm back on a decayed high-inertia rotor system is not fun, if
not impossible.
On one autorotation, Parent went as far as the flare before
cushioning (where energy in the rotor system is used to soften
the landing) and then switched the throttle back to FLY. He
slowed the descent to 5 ft. AGL and then placed the throttle
switch back to FLY and almost simultaneously pulled collective, asking for power. The Arrius 2R responded rapidly with
little yaw to the right as power increased.
It was my turn to fly with the hydraulics off. This requires
some effort, but the rates and movements are predictable. In
the 206 with hydraulics off to simulate a failure, it is standard to
search for a suitable landing area such as a runway to execute
a run-on landing. Parent told me to perform a normal landing
from a hover. My experience flying the CH-47D with the automatic flight control system off helped, but any pilot with good
stick-and-rudder skills would do well.
At this point, it made sense to demonstrate run-on landings,
but because of the winds we chose to put the hydraulics back
on. Even though the aircraft lacked skid shoes, we were able
to conduct a run-on landing to a grass area. Touching down
above effective translational lift speed (16-24 kt. — where the
rotor system is more efficient and drag from downwash starts
to reduce), I was easily transitioned and maintained control to
a complete stop.
Then it was Parent’s turn to demonstrate a max-performance takeoff using about 95% of continuous power available,
or about 85% torque. The result was about 1,750 fpm as we
climbed to 2,000 ft. At the top we planned to reduce collective
48 Business & Commercial Aviation | May 2017
Bell’s 505 Jet Ranger X retains the Model 206B’s proven main and
tail rotors and gearboxes.
to enter a vortex ring state, but with zero ground speed and
a 35-kt. wind across the nose, we were not going to be able to
enter a settling-with-power condition.
Next, I began a series of standard airborne law-enforcement
maneuvers. I used a highway on downwind so I could look
across where my tactical flight officer would sit. The windscreen and doors provide good visibility. But the location where
an operator would mount a computer or video monitor could
hinder the spot I use to view a fleeing vehicle. This is where a
chin window can make a difference.
When conducting steep, 360-deg. turns in both directions
— as when pursuing a fleeing car — the aircraft was smooth,
and I was able to roll the 505 to a 60-deg. bank without any adverse yaw and little additional vibration from the rotor system.
Next, I focused on a tennis court to serve as a simulated target
location. I initially flew 1,000-ft. AGL orbits at 60 kt., a typical
infrared-camera search altitude and speed. I then reduced altitude to 600 ft. AGL and airspeed to 40 kt., a common visual
search combination. In both cases the aircraft was predictable
and did not display any unusual characteristics. The 600-ft.
AGL orbit was high enough above the Dead Man’s curve to
gain the airspeed required to make a successful autorotation
to landing. By this time, the sustained winds and gust spread
was so high, neither Parent nor I felt it prudent to demonstrate
autorotation from a hover at the top of the height-velocity diagram. At that point, we headed back to the Vertiport.
The 505 holds about 550 lb. of fuel and, at a consumption of
about 200 lb./hr., you can expect about 2.5 hr. of flight, and with
a cruise speed of 105-110 kt., you can plan a range of about 250
nm. Bell predicts DOCs of about $420 per hour. Some components are life-limited to 500 hr. pending fatigue testing. The
goal is for all major components to have at least a 3,000-hr. time
between overhauls.
The 505 Jet Ranger X meets Bell’s targets and is an able successor to the iconic Model 206. While I would prefer it being
fitted with a fully articulated rotor, that would have caused it
to exceed its target price. And with a base of about $1.2 million,
the 505 should prove to be a popular competitor in the entrylevel, light-turbine helicopter market — a market its predecessor helped create. BCA
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Management
Lighting Up
LEDs are changing our view of things aviation
BY KIRBY HARRISON kirbyjh12@hotmail.com
ew innovations have brightened
the future of business aviation like
light-emitting diode (LED) technology, and its uses continue to
light the way, quite literally, from cabin
interiors to landing lights to airport
runways.
Barely a dozen years ago, LEDs were
just making their way into aircraft cabins; initially as digital displays on cabin
control devices, and on the faces of passengers’ digital wristwatches.
Today, that technology is seemingly
everywhere within cabins, from overhead wash-lights to reading lamps to
emergency signage. They’re in the
cockpit; across the instrument panel,
down the center console and across the
overhead. And they are fast becoming
common on the aircraft exterior and as
part of airport infrastructure.
Across the board, LEDs are for the
most part, superior in almost every
way to every other lighting technology
— incandescent, fluorescent, tungstenhalogen, compact fluorescent lamps
(CFLs), T8 bulbs and high-intensity
discharge.
They have a longer lifespan than
other forms of lighting; on average,
LED bulbs last 20 years longer than
incandescent bulbs and might well outlive the aircraft in which they are installed. They are so efficient they can
save as much as 80% in energy costs
over incandescent bulbs and they are
far less prone to breakage.
While LED technology itself continues to be refined, the applications are
also expanding (pardon the predictable
pun, please) at nearly the speed of light.
Robert Fogarin, a senior sales engineer at Jet Aviation’s Basel, Switzerland, operation, said the business
aviation industry has seen a number
of recent advancements in packaging
of LED units for specific applications.
Among these is the accommodation of
very accurate lighting details within
cabinetry, while integrating them so
well that the LED units are completely
hidden in the construction.
In addition to reducing the size of the
LED units, improvements in flexibility
have helped accommodate 3-D curves
and long, continuous light runs around
the cabin. Fogarin admitted, however,
that, “Consistency in brightness with
some details remains a challenge.”
At B/E Aerospace Lighting and
Integrated Systems, engineers have
pushed the boundaries still further
with their new VIU flexible LED system. The RGBW (red, green, blue and
white) lighting package comes in fully
calibrated color points, is available in
lengths from 3 in. to 90 in. and has a
bend radius of just 2 in. Moreover, it is
encapsulated and waterproof, and operates on standard 28-volt DC current.
“It brings full RGBW light to places
never thought possible,” said Stephan
Scover, B/E Cabin Systems Group general manager. “It has the flexibility to
conform to monuments, the intensity
needed for wash lighting, and the durability necessary for toe-kicks and
pathways.”
In 2016’s prestigious Crystal Cabin
Awards competition in Hamburg, the
50 Business & Commercial Aviation | May 2017
VIU system won f irst place in the
Cabin Systems category.
Working from the concept of LED
lighting as an integral part of the overall business jet cabin ambiance, Bombardier Business Aircraft designers
are using LEDs to emphasize design
elements, such as a textured bulkhead
on the new Global 7000.
With an increase in the size of its
Global business jet windows, ambient
light has been increased and window
shades are considered part of a common system to manage cabin ambient light in coordination with the LED
lighting. This is particularly important in aircraft such as the long-range
Global 5000, 6000 and 7000 models
and the Challenger 650, in which passengers are frequently crossing multiple time zones, requiring a darkened
cabin to facilitate the shift in normal
sleep patterns.
Bombardier’s LED cabin lighting includes direct application such as dome
lights, table lights and reading lights,
providing simulated daylight brightness when boarding the airplane or
www.bcadigital.com
AEROLEDS
F
when eating, reading or working. Indirect light complements direct light and
creates diffused cabin lighting when
the interior is configured in sleeping
and night mode. There are also LED
toe-kick lights to illuminate the pathway aisle, allowing passengers to move
safely through the cabin during lowluminosity levels.
The Canadian compa ny ’s mood
lighting is available only in its Global
aircraft line. It is controlled by using
preset colors available through the
cabin management system. Color settings are measured in light temperature gradients. The color spectrum
ranges between all variations of whites
(warm to cold). The cabin passenger
mood can also be influenced by other
color settings, from yellow to orange
shades, or even shifting from pink all
the way to red.
Among the more interesting cabin
lighting designs at Associated Air Center in Dallas are multiple ceiling domes
on a head-of-state widebody aircraft.
One of the three customized domes
employs specialized LED programming that features the night sky as it
appeared on that country’s day of independence. Other night sky simulations
were created to represent significant
events in the country’s history.
Many Associated Air Center customers have recognized the advantages
and capabilities of LEDs and expressed
a desire to get the maximum experience, recalled Chip Fichtner, vice president of business development. “The
system enhancements go well beyond
just sunrises and sunsets, [and] many
of our clients required custom programming for individuals as well as for
specific rooms.”
How LEDs Work
Light-emitting diodes, better known
as LEDs, are quite simply electronic
components with two electrodes
called the anode and the cathode.
They might be considered miniature
equivalents of a common light bulb.
When an electric current passes
through it, the diode emits visible
light, or infrared energy. The material used in the semi-conducting
element of the LED determines the
color produced. Digital programming
allows an infinite choice of colors
through blending and timing.
Another VIP completion required
development of a custom boarding display for the aircraft, using the LED
color spectrum, providing geometric
shapes and personalized branding for
guests as well as the owner.
If any single aircraft manufacturer
is representative of the growth of LEDs
in business aviation, it might be Gulfstream. Today’s G650ER, for example,
has LEDs throughout the cockpit and
cabin, and notes “all external lighting
is based on LED technology.”
In the cabin, said Heidi Fedak, director of corporate communications,
“The emerging trend is to use the latest
lighting technology for mood enhancement, which allows passengers to relax
and provides a comfortable environment during their travel.
“The light conditions can be customized very easily to enhance the
A Beechcraft 400A with flourescent lighting (left) and with
Aircraft Lighting International (ALI) LED lighting on the right.
activities being performed by the passengers, including dining, sleeping or
entertainment.”
Shervin Rezaie, general manager
of LED distributor and manufacturer
Aircraft Lighting International (ALI),
points out that LEDs can play a role in
relieving the apprehension that some
passengers may have with merely the
idea of flight. “Imagine the difference
between a bumpy ride on a stormy
night in a dark room, and that same
ride in a warm, well-lighted cabin,” he
suggested.
At times, the LED innovation can
seem minor but results in considerable
improvement. Such is the case at Beadlight Aerospace, which claims to have
designed the “first ever” LED reading
light in 1997. Over the past 15 years,
the Witney, U.K.-based supplier has
become a major player in the field. Its
most recent contribution is “beadlight
diffusion” — a reading lamp that takes
into consideration light spread, light
intensity, LED color temperature, glare
and lamp positioning.
W hile more recent and current
production aircraft are typically LED
from front to back, the retrofit market
is perhaps more active, consisting of
thousands of aircraft still outfitted with
old and unreliable incandescent and
fluorescent lighting. In short, the LED
retrofit market is strong.
Retrofit Is the Name
of the Game
ALI has been manufacturing aircraft
interior lighting systems since 1998 and
today is a major supplier in LED retrofitting activity, said Rezaie.
The Hauppauge, N.Y.-based company’s LEDs are 100% interchangeable with the existing 12mm series
ALI (2)
www.bcadigital.com
Business & Commercial Aviation | May 2017 51
Management
Measuring LED Light Output
In the rapidly receding world of incandescent light bulbs, light produced is
simply measured in watts. Today, LEDs are becoming the standard, but a
number of other bulbs have appeared, with advantages and disadvantages.
This expansion required a new means of measuring light, with the lumen
(from Latin, meaning “light”) emerging from a coalition of more than 40 organizations.
In “geek-speak,” a lumen is a unit of luminous flex in the International
System of Units that is equal to the amount of light given out through a solid
angle by a source of 1 candela intensity radiating equally in all directions.
More to the point, lumens equal brightness, while watts measure energy
use, not light output.
A light bulb producing 450 lumens and a color temperature of 5,000 to
6,500 Kelvin is, for example, a good choice for a reading lamp. This would be
equal to a 40- to 60-watt incandescent bulb, a 10- to 15-watt compact fluorescent lamp (CFL) bulb or an 8- to 12-watt LED bulb.
For those still wandering about in the “dark” ages of incandescent lighting,
the following is a conversion guide from watts to lumens. BCA
INCANDESCENT BULB (WATTS)
FLUORESCENT/LED (WATTS)
LUMENS
40
10
600
60
15
900
75
18.75
1,125
100
25
1,500
fluorescent lamps and require no rewiring, nor new lamp holders, new
connectors, new dimmers or new controllers. ALI also carries the latest
28-volt DC kit, which incorporates the
LED lamp and ballast as one unit.
There is also an LED replacement
reading light bulb that, according to
Rezaie, requires “absolutely no change
or modification to the reading light fixture, and like other products, it is in
stock and can be delivered the next day.”
ALI also recently launched its own
mood lighting, giving passengers the
ability to easily dim or brighten the
lighting ambiance and create special
effects. And the company expects to
introduce a 115-volt, alternating current, self-ballasted, drop-in LED suitable for Bombardier’s Global Express.
“We hope to have it available this summer,” said Rezaie.
As a reflection of the strength of the
retrofit business, ALI expanded last
year into a new, 18,000-sq.-ft. facility
on Long Island. “We currently have
more space than necessary,” Rezaie
said, “but we expect to use it in the future and to be adding manufacturing
jobs in the U.S. for years to come.”
When Luma Technologies got into the
LED retrofit market a decade ago, its
first target was the 5,000+ legacy King
Air fleet fitted with 50 to 60 master caution display lights with two problematic incandescent
bulbs each. Today, the company
has that market
“pretty much cornered,” said Luma
President Bruce
Maxwell.
“ T h at ’s o u r
bread a nd but ter,” he told BCA.
“We have AML/
ST C [approved
model list/ supplementary type
cer tif icate] ap prova ls for the
LUMA Technologies
LT-4000 Series
integrated LED
displays and caution/
warning systems.
52 Business & Commercial Aviation | May 2017
King Air 90, 200, 300 and 350i, and
the replacement process takes only a
half day. It’s simple: Unscrew, remove,
disconnect, put in the new LED panel,
reconnect and test. And there’s no wiring changes or flight tests involved.”
Prices range from $13,500 for a baseline King Air C90 panel, to $16,000 to
$20,000 for the larger 200, 300 or B300
models. The price includes all the STC
data, lifetime license and a five-year
full coverage warranty.
Two years ago, Maxwell said, Luma
shipped 20 sets to the FAA for installation in the agency’s King Air 300 fleet,
“and not one of them has failed.”
There are also Luma replacement
panels available for the Cessna 208
Caravan and Bell 206, 206L, 214ST and
412 helicopters, a three-panel suite for
the Beechjet 400A, XP and XPR, and,
according to Maxwell, there are “other
projects in the wings.”
Along with its focus on caution display LEDs, Luma offers other LED retrofit products, including low-profile
push-button switches and annunciators targeted at the large global fleet of
Russian-built helicopters.
And Luma recently introduced an
LED light kit for King Airs to replace
the clusters of blue-booted incandescent lamps under the glareshield.
Exterior Lights Growing
AeroLED is also big-time into the retrofit market, most recently with its Polaris, all-LED direct replacement for
the existing 7412-12 series reflector
type navigation light.
“We’ve had people asking for it for
quite a while,” said Nat Calvin, president and CEO of the Boise, Idaho, company. “There had been attempts to
address that [nav light] market, but
there are challenges as it has to re-create the light pattern of the old incandescent bulb; a very common part.”
The Polaris light draws 9 watts,
compared to 40 watts for incandescent
lights. While the LED bulb is priced at
$200 and the old bulbs are in the $50
range, Calvin argued that the longterm savings make the switch worthwhile. To illustrate, he pointed to the
charter industry.
“When a charter aircraft is down,
it isn’t making money,” he said. “It’s a
matter of $1,000-a-day in income put
on hold by a $50 part that failed.”
Meanwhile, Honeywell Aerospace
is touting its new LED Searchlight for
helicopters, the function of which is to
www.bcadigital.com
While the initial rush to LED lighting occurred in and on aircraft, aviation is rapidly f inding other uses
for the technology in runway edge,
threshold, barricade, taxiway and helipad lighting.
go on at dusk and off at dawn, and they
can be turned on and off at any time
by wireless control. “Operators can
expect about 20 years of use before the
LEDs begin to dim,” he said, “and the
Solar-Powered
Lights
Taking LEDs to a
new level, Carmanah,
a Victoria, B.C.-based
company, is busy producing solar-powered
LED lights for a variety of aviation applications from airports Carmanah’s airfield lighting at Yakubu Gowon Airport, Nigeria
to forward operating
bases and for a wide array of customlifespan of the high-volume batteries is
ers from the general aviation sector to
roughly seven years.”
the military.
Carmanah also has infrared LEDs
Most recently, the company introthat are compatible with night-vision
duced solar-powered runway lights
goggles. “We have an excellent soluwith three peak intensities — 250, 500
tion for military customers, as well as
and 750 candelas. The lower-intensity
a growing global market for civilian
lighting is for remote or temporary
airports,” said Brigham.
runways, while medium-intensity
units are common at most airport runOLEDs and Lasers Coming
ways. The high-intensity lighting is for
operators needing increased visibility,
It’s estimated that well over 90% of the
particularly for military use.
new aircraft being delivered have LED
According to Cory Brigham, maninterior lighting, and an LED presence
ager of Carmanah’s Airfield Lighting
on their exteriors is steadily expandBusiness Development, solar-powered
ing. So what is the next wave of lighting
LED lighting is ideal for remote locatechnology?
tions where power is in short supply.
Organic LEDs, or simply OLEDs, are al“Is costs less, it’s easier to install, and
ready commonplace in the retail television
there is no need for transformers and
market with such innovations as OLED
other electrical equipment,” he noted.
ultra-HD and curved screens.
It takes less than 10 min. to install
OL E D l ight is generat e d when
one light, he added. They automatically
electricity passes through layers of
High Points in the History of LEDs
LED technology first found a market in smaller products, such as watch and clock faces. In a sense, aerospace provided a platform for worldwide recognition of
LEDs when film director Stanley Kubrick teamed with
watchmaker Hamilton to create a clock with glowing
red digital numerals for his 1968 film, “2001: A Space
Odyssey.”
To provide proper context for the growth of the technology, the first use of LED lights in the Times Square New
Year’s Eve Ball was in 2007 and called for 9,576 LED bulbs
capable of producing more than 200 colors. Today, the
ball comprises 2,688 Waterford Crystal triangles lighted
by 32,256 Philips Luxeon Rebel LED lights capable of
www.bcadigital.com
producing a palate of more than 16 million colors.
LED applications in business aviation only began some
12 years ago when Shuji Nakamura, a researcher at
Nichia Chemical Industries in Japan, invented the blue
LED, and soon after, the white LED.
In 2017, virtually every business jet delivered comes
with full LED lighting, from up- and down-wash to the
cockpit, and including many exterior applications such as
navigation and landing lights.
And on the ground, airport runways are now being outlined with solar-powered LEDs. LED technology is even
finding its way into heliport infrastructure. LEDs are the
future, and the future is now. BCA
Business & Commercial Aviation | May 2017 53
CARMANAH
visually identify the landing zone and
objects near the helicopter using either visible light or the infrared mode.
The unit is a drop-in LED light-head
replacement for Honeywell’s current
searchlight and will be available for
delivery in fourth quarter 2017.
The company says that while other
searchlights require the use of an external dimmer, the LED Searchlight
features an innovative microprocessor that allows for internal dimming
of both the visible and infrared light
sources, saving both weight and power,
while reducing maintenance costs.
According to Honeywell, development of the LED Searchlight was in
response to the limitations of halogen
lights and laser diodes. It offers the
fully integrated, dual mode and infrared LED modules to boost the infrared performance to an unprecedented
90 NI.
Honeywell is also the supplier of
LED exterior lights for Boeing’s 787
Dreamliner. And its LED nav lights
are also now standard on new production Airbus ACJ318, 319, 320 and 321
models. They are also available as retrofit items for the ACJ320 with no requirement for aircraft modification.
The company also offers wingtip
warning lights as a retrofit, drop-in
item for the ACJ320 family. And it’s
pursuing other aftermarket LED retrofit, modification and upgrade lights,
and will be introducing a “Qik-Plug”
LED drop-in upgrade for legacy VIP
737 variant nav lights later this year.
On the new BBJ 737 Max, Honeywell provides LED landing, taxi, runway turnoff and anti-collision lights
and cockpit lighting.
Management
With a vote on March 9 by their
respective stockholders regarding
the proposed acquisition of B/E Aerospace, Rockwell Collins moved a step
closer to establishing a major presence in the field of aircraft lighting.
The Cedar Rapids, Iowa, aerospace company is a major producer
of aircraft communications, control,
navigation, cabin management and
entertainment systems, and provides
a variety of flight services. Its acquisition of B/E Aerospace will add to that
an extensive competence in cabin
lighting and systems integration, as
well as seating, food and beverage
preparation, galley systems, cabin
reconfiguration, program management
and certification.
The “definitive agreement” under
which Rockwell Collins will acquire
B/E Aerospace includes approximately $6.4 billion in cash and stock, plus
the assumption of $1.9 billion in net
debt. Finalization of the deal is expected this summer. BCA
The organic layers of OLEDs are thinner,
lighter and more flexile, however they are
easily damaged by moisture.
or ga n ic s em iconduc t or m at er i a l
mounted on a transparent base. Less
energy is required for it than for LEDs
or liquid cr ystal displays (LCDs).
They also emit very little heat and are
lighter in weight. The latest iterations
are flexible and only slightly thicker
than a credit card.
ALI (2)
Rockwell Collins
Moves Into
Aircraft Lighting
Aircraft Lighting International lights up Globals, Challengers and Falcons with retrofits.
Actually, OLED technology has long
played a minor role in business jets, being used in the screens of cabin control
devices, as well as personal electronic
devices (PEDs) such as smartphones,
tablets and laptop computers. But it
has yet to find its way into business
aviation on the scale of LEDs. The advantages of OLED over LED are, however, manifold.
υ⁳The organic layers of OLEDs are
thinner, lighter and more flexible.
υ⁳OLEDs are brighter than LEDs because the organic layers are much thinner than the inorganic crystal layers
of LEDs.
υ⁳OLEDs generate their own light,
rather than selectively blocking areas
of LED backlight.
υ⁳OLEDs are easier to produce and can
be made in virtually any size.
υ⁳There are disadvantages, albeit minimal, to OLEDs, however.
υ⁳While red and green OLED films
have longer lifetimes — 46,000 to
230,000 hr. — blue organics last only
about 1,400 hr.
υ⁳OL E Ds a re ea si ly d a m a ge d by
moisture.
υ⁳Current manufacturing processes
are expensive.
υ⁳Early development of OLEDs was led
by Kodak. It, along with other companies, holds patents on the technology,
and for commercial development it is
often necessary to acquire a license
from the patent holders.
According to Jet Aviation’s Fogarin,
54 Business & Commercial Aviation | May 2017
OLEDs’ ability to conform, even to
curved surfaces, is almost without limit
and thus offers new design possibilities.
“For very specific applications, OLED
lighting offers a lot of ability to customize the end result, though the technology is new and remains cost prohibitive
in larger quantities.”
Fogarin added that OLEDs will only
really take off when a manufacturer
invests in scale production and certification, opening the door to spin-off
products for cabin interiors.
Laser technology is also gaining as
a lighting source. Once seen as a technology looking for a problem, lasers
today are used for myriad technologies — CD and DVD players, precision
tooling, digital communications and
the lowly bar code scanners at the local
supermarket.
Laser’s practical use as a light source
is already here. In 2014, BMW introduced the first production automobile
with laser headlights, the BMW i8. It
is now an option on other in-production
cars. The result are headlights that
are 1,000 times as bright as LED headlights, consume just two-thirds the energy and result in less eye fatigue.
LEDs are the future spelled large in
the business aviation sky. Meanwhile,
OLEDs’ widespread adoption could
take another decade, with laser lighting close by. Welcome to the bright and
shining new world of aviation, where
light can find its heretofore darkest
reaches. BCA
www.bcadigital.com
Operations
New Concepts in Charter,
Part Two
How innovative commercial operators are
redefining business aviation charter
BY DAVID ESLER david.esler@comcast.net
I
card schemes. Now these former fractional owners are themselves turning
to charter and membership programs
to continue exploiting the advantages of
business aviation without the burdens of
whole aircraft ownership.
Pointing out that in 2015, two million
people worldwide accessed business
aviation in comparison to 800 million
traveling via the airlines, Embraer has
hypothesized an intriguing business
model that could further enlarge the
population of business aviation users as
well as stimulate new aircraft sales. Put
forth by the former CEO of the company’s Executive Jets division, Marco Tulio Pellegrini, who departed Embraer in
April to head Industria Aeronautica de
Portugal (owned 65% by Embraer), the
proposal suggests formation of alliances
between manufacturers and leasing companies, the latter which would buy new
aircraft, subsequently leasing them to
charter providers for scheduled operations between city pairs offering robust
business traffic.
The alliances would identify key markets that could support a premium level
of service based on convenience and, especially, time savings when compared
56 Business & Commercial Aviation | May 2017
to legacy airline service. Operating between general aviation terminals or
executive FBOs, these services could
streamline passenger processing and
security clearance as well as offer luxury
onboard comfort, catering and curb-tocurb accommodations akin to traditional
business aviation operations. Furthermore, specific customer groups could
be targeted in alignment with business
centers, e.g., finance and legal, and the
model would be based on providing direct point-to-point service as opposed to
the airlines’ hub-and-spoke distribution
system.
In Pellegrini’s example, ideal stage
lengths for the scheme would average
1 to no more than 2 hr. duration, and to
attract lessors to the concept, relatively
high utilization of the business aircraft
employed would be a necessity to reduce
operating costs and premium fares.
An objective of the concept would be to
alter perception of business aviation from
an indulgence of the wealthy to premium
air transportation for business leaders
According to an informed source within
Embraer, the concept is still active but
www.bcadigital.com
BLISS JET
f business aviation is to grow in the
new economy, it has to be expanded
to a larger demographic of users beyond blue-chip flight departments
and high-net-worth individuals.
This is the premise business aviation analysts have agreed the industry
must accept as it contemplates a future
fraught with change. As we’ll see in Part
2 of BCA’s examination of innovative
concepts in marketing charter, forwardlooking operators are bringing the principles of the so-called “shared economy”
to private aviation, broadening it to a
wider class of users. These new business
models are emerging to replace or augment the traditional business aircraft
ownership and charter/management
models since the 2008 recession and its
aftermath, one lingering effect being flat
sales of new business jets and a glut of
relatively young used ones.
While fractional ownership brought
a new class of users to the benefits of
business aviation — albeit in parsed-out
shares — many participants ultimately
left the programs when their shares were
devalued as a result of fractional providers running up hours and cycles of their
customers’ aircraft with chartering and
A Gulfstream G550 operated by one of
Bliss Jet’s contractors on the N.Y.-London
service under a DOT Part 380 approval.
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Operations
awaiting completion of a reorganization of the Executive Jets division in the
wake of Pellegrini’s departure.
One That’s Trying It
Now, an attempt to implement a scheme
very much like Pellegrini’s concept but
on a transoceanic basis officially began
operations April 16 between New York’s
LaGuardia Airport (KLGA) and London
Stansted Airport (EGSS) using Gulfstream business jets. This is Bliss Jet,
the creation of David Rimmer and Omar
Diaz, both with extensive backgrounds in
business aviation: Rimmer formerly ran
Alerion and Excel Aire charter/management companies and began his aviation
career as a BCA associate editor, while
Diaz, currently a consultant, has worked
in the private jet and helicopter industries
for two decades.
The two conceived Bliss Jet after market research revealed that many business jet owners were flying commercially
across the Atlantic to do business rather
than adding cycles and hours to their airplanes and paying high fuel costs. Still,
they wanted to avoid the time-wasting
hassle of airline travel and security processing. As part of that research, Diaz
told BCA, the pair studied most-traveled
international city pairs, finding New
York/London (not surprisingly) topping
the list, with more than 800,000 people
flying the route in first class every year.
“For the concept we visualized,” he
said, “we needed to capture 1,000 of
them annually. These people are paying $8,000 to $12,000 one way on British
Airways, depending on when they book
their flights, since having to reserve at
the last minute, you will pay through the
nose. What could we offer that the airlines
couldn’t? The answer, primarily, was time
savings.”
This became the “anchor” for the service. “Commercially, you have to arrive
2 hr. before the flight and go through the
whole process of checking in, checking
your bag, going through the TSA security
check with all that entails, and getting to
the boarding lounge,” Diaz said. “For our
service, we ask passengers to arrive 30
min. before the scheduled flight at the
Marine Air Terminal at LaGuardia where
they get out at the curb, take 25 steps into
the lounge, get the security screening
from a professional company owned by
a former FBI agent, get ushered to a van
and driven right to the airplane. Over at
the airline terminal, at 30 min., you’ve just
checked your bag.
“On one of our Gulfstreams,” he continued, “the passenger is already onethird of the way to London by the time
you board your airline flight. On the other
end, at London-Stansted, customs comes
on board and clears the passengers, then
everyone gets deplaned to a private terminal in the Inflite Jet Centre FBO. ”
In bringing the concept on line, Diaz
and Rimmer relied on their mutual experience and contacts in business aviation.
The concept was to use long-range business jets operated by contracted FAR
Part 135-certificated operators to make
scheduled transoceanic flights from
FBO to FBO under the Department of
Transportation Part 380 public charter
58 Business & Commercial Aviation | May 2017
The Bliss Jet team: (left to right) Chief
Operating Officer Omar Diaz; Executive
Vice President Toni Drummond; and
President and Chief Executive Officer
David Rimmer.
regulation. “We got the approval in November 2016 and struck deals in mid-February with operators and FBOs,” Diaz
said.
Following that, the new company embarked on a testing, or route-proving,
program, carrying out a series of revenue flights, averaging six passengers per
flight. At that time, operators signed included White Cloud Charter out of White
Plains, New York, Jet Access Aviation
at Palm Beach and Journey Aviation at
Fort Lauderdale, Florida. At press time,
discussions were underway with a fourth.
“Under the public charter allowance, we
must specify to the DOT who we are going to use for a particular schedule,” Diaz
said.
The test flights involved Sunday night
departures from LGA with arrivals the
following morning at Stansted. Return
flights left Thursday afternoon and, depending on the winds, arrived Friday before midnight or Saturday after. Aircraft
used for the trips were Gulfstream IV-SP,
V and 550 types. “The seating varies between 12 and 14,” Diaz explained, “but we
are capping it at 10 passengers per flight.
Under provisions of Part 380, none of [the
passengers] need to know one another.
There’s no membership fee — our commitment is to get them to London and
back with a private experience. The fares
are always the same no matter when you
reserve and are priced at $9,995 one way.”
Time Is $$$$
“It ain’t cheap,” Diaz admitted, “but the
[high-worth individuals] will pay for
it to save the time, and you can’t buy
time. The average business jet owner
has bought the aircraft for time savings,
so this saves them $70,000 to $90,000
a flight on a trip to Europe in their own
plane. So to avoid that, they fly domestically to New York on their own aircraft
and then transfer to an airline. Now they
can do it with us, saving them lots of time.
We’re bearing the cost of operating the
flight. And a last-minute booking saves
them $3,000 to $4,000 [rather] than doing it on British Airways.”
The other advantage, Diaz claimed,
is using the private terminals. “Others
have tried a pseudo-version of it using
airliners but were confined to having to
access airline passenger terminals. We
cut all of that out. It’s expensive to use a
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gate — they charge by the minute. We are
limited to 22 souls on board or we have to
use a gate, so with only 10 on board [13
total with crew], we can use the private
terminal. We pay one ramp fee between
$800 and $1,000.”
After six moths of operations, Bliss Jet
plans to add a second round trip per week
and possible expansion to other destinations, e.g., Dubai, Beijing, São Paulo and
the Caribbean.
“We’ve been feeling ‘the invisible hand’
of the airlines and regulators,” Diaz said.
“‘Are you an illegal airline?’ But once we
explain it, they disappear. We would want
to become the ultra-first-class service for
the airlines, and we look forward to a time
when cooperating airlines might actually
book some of their high-end passengers
on Bliss Jet.”
Another attempt aimed at pulling passengers off of the airlines and inviting
Typical interior treatment of a Gulfsteam
operated on behalf of Bliss Jet’s
LaGuardia-Stansted serice for $9,995 per
seat one way.
them into chartered business aircraft is
Overland, Kansas-based MemberJets.
Intended “to break the gap between
commercial and private aviation and the
lack of service on the former and high
prices on the latter,” MemberJets was
founded three years ago by Ty Carter,
who previously plied careers in investment banking, aviation insurance and
risk management. (A private pilot, he
reports having logged 8,000 hr. of total
flight time, 6,000 of them in a Pilatus PC12.) “We wanted to open it up to a new
demographic, the middle market — more
than the ‘One Percent’ say, the ‘Five to
Ten Percent,’” Carter told BCA.
Like Bliss Jet, MemberJets is licensed
www.bcadigital.com
by the DOT as a Part 380 indirect air carrier. “What they are doing is empowering operators to set up their own shuttle
operations on a per-seat basis rather
than selling charters to a single client,”
explained Jeff Reis, a consultant who assisted Carter in setting up MemberJets.
“Previously it wasn’t possible to do that,
so MemberJets becomes the indirect
air carrier using the service of these
operators.”
The two assembled a team to compose
a software suite allowing operators to
be inserted into a system for on-demand
charters and advertise scheduled routes
on a per-seat basis. Tapping into the
shared economy, a second feature enables
individual customers to crowd-source
flights to destinations of their choice. “It
allows indirect carriers to hold themselves out to offer scheduled air travel on
a per-seat basis, an important distinction
BLISS JET
between a Part 121 air carrier that does it
directly,” Reis said.
The company currently has eight Part
135 operators on the platform, collectively
representing 150 business jets. Carter
identified half of the operator group as
International Jet and Mountain Aviation,
both of Denver; Kansas City Aviation Center, Kansas City, Missouri; and Jet Linx,
Omaha, Nebraska.
“We vet them all for safety compliance
based on Wyvern and Argus [audits] and
through Greg Feith, a former NTSB investigator who assists in safety compliance,” he said. “Under Part 380, you
have to float a bond, hold all fares and
related money in escrow, and post a notice of all flights to the DOT.” (See Part
1, BCA, April, page 52.)
Meanwhile, members sign up with
the program and pay a $250 annual fee,
allowing them access to the marketplace
and flights posted in the system. “You
log onto the platform, which is mobile
friendly,” Carter said. Four types of
flights are listed: scheduled with origins
and destinations, i.e., shuttles, where
the customer can book a seat; flights to
special events; on-demand charters; and
crowd-sourcing, where the traveler can
request a flight, and the operator will
“build the trip out,” with a minimum
number of seats that have to be sold.
The operator dictates price per seat
and minimum seat fulfillment to ensure
profitability.
B-to-B Advantages
The concept also focuses on charter
brokers, where, according to Reis, most
contemporary tools focus on businessto-consumer, that is, “a company trying
to directly empower operators to be connected with the travel client or a membership.” But the business-to-business
link that is missing is “offering a service
to the broker who has the client and allowing him or her to purchase individual
seats on the aircraft. In the conventional
charter model, the broker cannot purchase seats on an airplane, only the entire aircraft. Our platform allows them
to purchase individual seats, and MemberJets aggregates the seats and then
finds operators who can fly them. From
the operator’s perspective, they are fulfilling a charter for MemberJets, and
from the broker’s perspective, they are
completing a seat fulfillment through
MemberJets’ Part 380 certificate.”
MemberJets protects its operators’
profitability by honoring retail rates
for the service, which Carter claimed
is unique. “Operators want to get a fair
charter price, so MemberJets is allowing the operator to sell the charter at
the full retail price. So using an eightpassenger business jet as an example,
the individual fare would be one-eighth
the retail cost of the charter. The operator doesn’t see that — only the overall
cost of the charter. Customers receive
discounts from operators on every flight
because we can provide them [the operators] with the volume to absorb that.”
The software platform was in development for two years. “It’s an enabling
technology,” Carter said. “It’s about
changing how people fly, giving business travelers another option. There are
a lot of players in the space, but no one
empowers the operators the way we do
through our software platform and the
ability to access Part 380, enabling them
to market their aircraft in a way that
Business & Commercial Aviation | May 2017 59
Operations
and why we’re here — a passion to share
more aviation with more people.”
MEMBERJETS
‘Democratizing’
Private Aviation
MemberJets founder Ty Carter claims “a
passion to share more aviation with more
people.”
they were unable to do before.”
MemberJets currently supports
a dozen employees. Offering the service only domestically, as of the end of
March, the company had signed more
than 200 members while its operator
group had performed approximately
130 flights since starting from zero in
January.
“We are encouraged by what were
seeing from the market,” Carter obser ved. “Ever yone is tr ying to go
directly to the consumer, but we are trying to add value to the charter brokering
industry and the operators. It pays off
with higher utilization for the aircraft,
maintains margin and profitability on
every flight, and brings in an entirely
new user base. We just signed a deal
with [executive search firm] ExecRank
that will be offering our service to its
10,000 active members and partner
companies. This is among a portfolio of
services through strategic partnerships
we offer our customers.”
Pointing out that in 2015, Part 135
revenues totaled $15 billion, while the
airline industry showed a net profit of
$25 billion, Carter believes this disparity
presents “a huge opportunity to expand
private aviation and bring the efficiencies of jet travel to a demographic for
which it has been previously unattainable. We are trying to alleviate the inefficiencies and hassle of flying on the
airlines by offering an alternative that
also benefits the operators and brokers.
That’s the premise of how we’re doing it
Alliances between online brokerages/
aggregators and operators are all the
rage in the crowd-sourced air charterverse these days, and another one that
has received considerable attention
in the business press is the XOJET/
JetSmarter partnership formed in 2015.
In this case, it’s like a marriage between
two elephants, as XOJET claims to be
the third-largest private jet services
company in North America behind NetJets and Flexjet and the largest offering
on-demand charter, while JetSmarter
bills itself as “the world’s largest mobile
marketplace for private jets.”
According to XOJET CEO and Chairman Brad Stewart, the company has
“morphed” quite a bit over the past 10
years since its inception when it was primarily a fractional ownership program.
“We define ourselves not by f leet
size,” he said, “but by the number of clients we serve and broker — 7,000 since
inception. Every year we serve about
3,000 to 4,000 and have 1,500 in membership programs.”
XOJET’s 165 pilots fly the operation’s
core fleet an average of 45,000 hr. per
month, while a separate shuttle operated independently for an unnamed
client racks up an additional “several
thousand” hours a month. Additionally,
XOJET claims it logs several thousand
more hours through its on-demand
brokerage business. The operation’s
core fleet, which “floats,” consists of 24
Cessna Citation Xs and 17 Bombardier
Challenger 300s.
The company’s fleet operations headquarters is located in Sacramento,
California, at the former McClellan Air
Force Base, while executive offices are
sited in Brisbane, south of San Francisco, with sales offices in New York
and Los Angeles. Employees number
between 400 and 500, including pilots.
The dedicated shuttle, an FAR Part 125
scheduled operation wholly owned by
XOJET, operates six Embraer ERJs
throughout the Western U.S., employs
50 pilots and is overseen by its own CEO.
JetSmarter was launched in 2013 by
Sergey Petrossov, a Russian émigré
raised in Florida, to offer custom charters and sell unused seats and empty
legs. Operating out of Fort Lauderdale,
the booking company claims it has lowered the cost of entry into private aviation using a software platform based
on algorithms, artificial intelligence
(“AI”) and “mobile distribution” that
optimizes inventory to drive down
pricing.
Under the partnership, the platform
powers an XOJET-branded mobile app
allowing XOJET’s clients to book charters on the operator’s Citations and Challengers. The payoff to JetSmarter is
real-time availability of XOJET’s aircraft
Xojet ‘s 165 pilots fly the operation’s core
fleet an average of 45,000 hr. per month.
JetSmarter members have access to the
aircraft at discounted rates.
XOJET
60 Business & Commercial Aviation | May 2017
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Operations
a nd d i s cou nt e d
pricing equal to
XOJET’s Preferred
and Elite Access
programs. Further,
XOJET clients are
able to book shared
charter flights and
shuttles by seat and
harvest last-minute deals on other
operators’ aircraft through the
branded app portal to JetSmarter’s
listings.
Memberships in JetSmarter (independent of XOJETS) range from $7,000
to $11,000 per annum (plus a $4,000
initiation fee) and yield a panoply of
benefits including cut-rate prices on
crowd-shared charters. More than
7,000 members have been signed,
and since non-members can use the
booking service, as well, sans bennies,
Petrossov claims 300,000-plus users
have booked flights on his mobile app
over the last two years. Since inception,
Petrossov has raised $157 million from
a variety of investors against a $1.6 billion valuation of his startup.
The JetSmarter mobile app lists
three categories of service:
υ⁳JetShuttle, or
shared private
f lights, where
members can
sea rch for a nd
book a seat on a
scheduled f light.
Routes include
New York to Boston, Washington,
Atlanta, Chicago,
Las Vegas, Miami,
Palm Beach, San
Francisco, Los Angeles and London.
υ⁳JetCharter is perhaps the most creative service. It enables members to initiate and customize their own shuttles,
either by chartering a jet for themselves
and sharing the cost with their friends,
or purchasing individual seats and
throwing the subsequent charter onto
the JetShuttle page of the app, creating a shared flight available to other
“Embracing Change” in the U.K.
No, we’re not talking about Brexit, although it looks like there’s
going to be lots of change for Brits to embrace when the U.K.
abandons the European Union. Here, we’re addressing the
theme — “Embracing Change” — of the British Business
and General Aviation Association’s annual conference held
in March.
Keynote of the BBGAA gathering was a panel discussion
on “new/disruptor markets.” One of the speakers was CEO
Simon Talling-Smith of California-based SurfAir (see main text)
who briefed the conference on SurfAir’s impending move into
the European market (via a partnership with TAG Aviation to
operate its crowd-shared charters) with its short-haul upscale
private airline scheme. He claimed that in the California operation, some 85% of the company’s 3,000 members came over
from riding the major airlines. SurfAir is targeting 5% of the
Euro short-haul market, and Talling-Smith speculated that airline users will be willing to pay more for better service “where
there is now little difference in the product offering between
British Airways and the low-cost carriers.”
Refuting concerns about the impact of the so-called “disruptor model,” Carol Cork, cofounder and sales/marketing
director of British-based private jet broker PrivateFly, said that
instead of fomenting a price war with the airlines, the disruptors needed to show corporate travelers the convenience and
“affordability” — presumably when compared to first-class
fares on the biggies — of using business aviation.
Also addressing the conference was European Business Aviation Association president Brian Humphries, who welcomed
the emergence of the disruptors, seeing them not as a threat
62 Business & Commercial Aviation | May 2017
to the status quo but as harbingers of a new vehicle for bringing more users to business aviation. “We are quite pleased in
the extension of the market and making more options available
to users,” Humphries told BCA in a post-conference interview.
“At EBAA, we are about to embark on ‘Face to Face,’ a public
information program like the NBAA’s ‘No Plane, No Gain,’ and
one of the themes is freedom of choice,” he said. “Whether
you want to start off with a single-engine turboprop, a twin
turboprop, a light jet or a Gulfstream 650, the more choice
people have the better.”
Opening More Fields to All-Weather Operations
All this ties in “critically” to establishing LPV (localizer performance with vertical guidance) approaches, or satellite-based
navigation, at more British airfields. Humphries sees the
confluence of single-engine IFR approval in Europe, the crowdsharing charter movement and the need for more all-weather
airports in the U.K. as potentially a good thing. “We’ve got
the capability here for Cat I to any airfield, but the approval
process is very slow and bureaucratic,” he said. “But the
single engines can get into any airfield, are very well equipped,
and some even have synthetic vision. So combining this with
LPV could open up a lot of fields to [a new form of] business
aviation.”
The LPV approach is “perfect,” Humphries, who flew business jets for Shell Oil in his earlier career, believes, but the
difficulty in obtaining blessings from U.K. CAA for their installation galls him. “LPV is absolutely crucial to access at reliever
airports and also to address the capacity crunch, as we are
www.bcadigital.com
SURFAIR
SurfAir will have 15 Pilatus PC-12s in its
California fleet with an option for 50 more,
implying ambitious growth plans.
members.
υ⁳JetDeals, or exclusive one-ways (i.e.,
repositioning, or deadhead, inventory)
on private jets, where members can
book flights to new destination cities on
a daily basis.
“One of today’s trends is the ‘democratization’ of private aviation,” XOJET’s
Stewart said. “One approach is private
airlines like SurfAir and another is the
digital brokerage: plane sharing and
booking full charters via a digital app.
JetSmarter is positioned to be the winner
in that second vertical. We entered into a
five-year partnership where they are our
exclusive distribution channel. On top of
that, they purchase repositioning inventory from us for their clients.”
JetSmarter is the fastest growing
charter brokerage in the U.S., Stewart
pointed out, “offering many benefits to
their customers. We are exclusive to
short of all-weather airfields. People are flying non-precision
approaches to get into them, and these procedures are known
to kill people. So if we can have more precision approaches,
not only do they improve capacity, they also improve safety —
so it’s a win-win solution.”
So important is this to business aviation — it addresses
access, after all — the EBAA has ranked it as its No. 1 issue
in aviation strategy. “We’ve signed an MOU with the GNSS
satellite control people and are working with the directorate to
prosecute it and identify the airports where we most want to
have LPV approaches.”
Today, “if we’re lucky,” Humphries pointed out, there are
500 business jet movements a year at Heathrow (EGLL),
whereas 20 years ago, the total was 22,000, “so the hubs
are simply not available to us.” But at London-Luton Airport
(EGGW), business aviation represents 24% of the traffic.
“Everyone recognizes the capacity crunch,” Humphries
said, “so keep the mixed-mode airport like Luton, but make
greater use of the underutilized airports for all-weather
operations.”
The EBAA has conducted a “perception study” of what the
rule-makers at the European Aviation Safety Agency (EASA)
think of business aviation, and Humphries revealed that the
outcome was better than expected. However, the regulators:
υ⁳Generally questioned that business aviation genuinely
provides connectivity, “that is, whether we really are
connecting the long, thin routes.”
υ⁳Cited business aviation’s impact on the environment,
“even though we represent only 7% of the traffic.”
υ⁳Generally view business aviation as elitist and not extending
downward, “and that addresses the connectivity issue.”
www.bcadigital.com
them in terms of distribution, but they
are also using other fleets — for example, Delta Private Jets, Jet Suite, Travel
Management Company and Jet Edge.
They specialize in repositioning inventory, shared shuttles and digital brokerage of whole aircraft. Ride sharing saves
money. Customers get the same pricing
our retail clients get.”
The ‘Anti-Airline’
And speaking of SurfAir . . . this Los Angeles-based private airline was founded
during 2012 and 2013 by Wade Eyerly,
a frequent traveler whom it is claimed
developed it in response to the “pain
points” of commercial aviation. “He put
a team together to use business aviation
So the Face-to-Face information program is important,
Humphries maintains. “We have to make sure we have the
right reputation to bring people in. We have to show we are
an important part of the infrastructure. We have the budget
set for the program and have a contractor lined up, and it will
run for five years, focusing on policymakers, young people
and potential users. It’s about growing the market — there
are a lot of people out there who could use business aviation but don’t due to the perception that it’s not affordable.
So the new platforms [like SurfAir, et al.] can all help to grow
this market.”
Business Sense
The BBGAA and the EBAA have “gotten closer together with
a merging of membership such that if you’re a member of one
you’re a member of the other,” Humphries said, “so we are
working closely on U.K. issues and European issues.” [How the
U.K.’s exit from the EU, with its implied animosity toward the
Continent, will affect this remains to be seen. — Ed.]
But are the new web-based charter platforms going to
work in the heavily regulated Euro environment? “Yes, but
more work needs to be done,” Humphries answered. “In
terms of making people think they can afford business
aviation, we are also working on a ‘business sense’ tool like
the NBAA’s ‘TravelSense,’ which could be useful in helping
people make the best decision for a particular travel situation. It targets image, access and choice — and the dreadful experience now of flying on the airlines. The growth of
business aviation averaged 4% over the last four months,
the first time since 2008 that we’ve had four consecutive
months of growth.” BCA
Business & Commercial Aviation | May 2017 63
Operations
in a shared-use model,” Jim Sullivan,
SurfAir’s senior vice president for operations, said. The start-up inaugurated
in-state operations in June 2013, servicing Burbank, Santa Barbara and San
Carlos markets. Today, SurfAir serves
13 destinations, all in California, from
an operations center at Hawthorne
that houses dispatch, operations and
maintenance functions. “We operate
under a provision in FAR Part 135 for
commuter airlines operating aircraft of
nine passenger seats or less,” Sullivan
explained.
What distinguishes SurfAir from its
commercial airline competition, Sullivan
Glut of Used Aircraft
Could Feed New Charter Concepts
The flow of relatively young, high-time business jets exiting the fleets of fractional
ownership companies could allow whole ownership for first-time buyers while supporting a vigorous charter business that could nearly cover the cost of ownership.
So maintains business aviation consultant Mike Riegel of Aviation IQ in Carson
City, Nevada. Ten years ago, Riegel and his consultancy began seeing “good used
aircraft with attractive prices” being shed by fractional ownership operations and
ripe for purchase. He began brokering deals for whole ownership that included
leasebacks to commercial operators and even some fractional providers to assist
new owners in covering the costs of their own flying.
“These are used aircraft, 10 to 15 years old, purchased in an agreement where
you’re leasing hours to commercial operators and fractional ownership companies,” he elaborated. “It’s a popular option and completely legal. You can put a lot
of hours on the aircraft — up to 100 hr. a month on charter — and actually cover
the owner’s costs.”
As an example, Riegel cited one client who purchased a 12-year-old Bombardier
Challenger 300 for $6.95 million, refurbished the cabin and arranged a leaseback
with an FAR Part 135 company that guaranteed charter utilization on the aircraft of
40 hr. a month. That covered the customer’s own utilization of 100-200 hr. a year,
bringing operating cost down to $3,000 an hour, according to Riegel.
“That particular aircraft type was designed for high-utilization fractional ownership, and even in used condition, the maintainability and reliability is as good as
a new one,” he said. “You can get the utilization up and over 600 hr. a year with
this aircraft.”
“Used aircraft values are dropping at incredible rates,” Riegel continued, “and
when you plug into modern designs like the Challenger 300 and 605, the Lear 45,
Cessna Sovereigns, and so forth, with low operating costs and good reliability,
hourly operating costs are a fraction of what they would be with a new aircraft.”
He also said relatively low time, 10-year-old models “are terrific values — the
Falcon 7X, G550, Globals, and so forth.” Many are half that age with less than
1,200 hr. total time.
Then there is what Riegel terms the “ghost inventory,” aircraft not listed for sale
but for which there might be a “tell” that “the owner needs cash, that there’s recoursed financing, that the owner’s waiting for the book value to match the market
value, and so forth. He said he’s “identified 1,000 aircraft that fell into this category” and they are likely candidates for the charter/leaseback scheme.
“The important point here is that I don’t believe that the used inventory will see
a wholesale recovery,” he speculated. “The changes we have seen are structural
because the fractional industry will be periodically purchasing hundreds of new aircraft that eventually will be dumped into the market. The last 10 years should have
taught us that the market cannot absorb that number of used airplanes. They’re
lowering values on a wholesale basis.” BCA
64 Business & Commercial Aviation | May 2017
claimed, “is that we operate on a pointto-point schedule between FBOs. So you
show up, and we take you to your destination on a schedule, sharing the flight
with seven other folks on a Pilatus PC-12
turboprop. That, combined with the way
we market it, is a one-price membership
club: You pay one fee per month and have
access to the scheduled flights — you
are not assessed a fare, just the monthly
membership fee.” SurfAir markets three
levels of membership: $1,950, $2,450 and
$2,950 per month.
Using the entry level as an example,
the customer receives two reservations
to use at any given time during the
month; as the price point goes up, the
customer is accorded more reservations up to a maximum of eight. “You
can use them over and over through
the month, but you can’t hold more
than two, or whatever level you’ve purchased,” Sullivan said. “In understanding this, think of Netflix, where you
can’t hold more than three DVDs at a
time.”
The company operates about 65
flights a day Monday through Friday.
“We are the anti-airline in that we fly
mostly during the work week,” Sullivan
said, “with only a handful of flights on
the weekends.” The founders reportedly chose the PC-12 because of its
quality, robustness and economics.
According to Sullivan, “It’s very
comfortable for the customer, has
state-of-the-art avionics, and is easy
to maintain and own. Currently, we
have a fleet of 12 leased aircraft — in
other words, owned by the company
and leased back under a sale/leaseback
scheme.” The company’s initial order
with Pilatus was for 15 aircraft, with
three more expected this year. Upon
delivery, SurfAir will then exercise an
option with Pilatus for 50 more aircraft, implying a robust growth plan.
Strictly an intrastate airline at this
time, Sullivan confirmed SurfAir anticipates filing for DOT economic authority to become an interstate air carrier.
“So expansion is in the future. We’ve
talked publicly about extending the
route structure to Nevada and Arizona.
Our sweet spot is 90 min. or less [with
the PC-12], but we can stretch it out to
2.5 hr., or 350 sm. Part of the model is
that you need to produce seats during
the peak times of the day, so if you’re tying the airplane up for 2.5 hr., you can’t
produce more seats. It’s a fairly shorthaul model. We are constantly looking
at other platforms [i.e., aircraft].” Demand tends to be “very peaky,” Sullivan
explained. “It’s 90% business travel, so
www.bcadigital.com
the demand is in the early mornings and
evenings.”
Replicating Private Aviation
Under the SurfAir business model, the
company strives to offer the “private
aviation experience” and is constantly
studying airplanes that could fit that
template and price point. While the traditional airline model is to cram as many
seats into the airplane as possible to reap
the highest number of fares, surprisingly,
Sullivan claims SurfAir actually doesn’t
want its aircraft to be full in order to give
its members the “private aviation feel”
and flexibility to get onto a flight on short
notice. Average load factor is 60%.
“So we are always looking for business-type aircraft with not too many
seats, something we can operate from
an FBO rather than a passenger terminal.” FBOs used include Atlantic Aviation, Signature and Jet Center LA. At
Santa Barbara and San Carlos, SurfAir
uses its own facilities and is supported on
the ramps by, respectively, Atlantic and
Rabbit Aviation.
While SurfAir currently operates under Part 135, Sullivan emphasized that
the company views it “as the floor rather
than the standard. We operate to a Part
121 standard wherever it is practical, so
we adopt the best practices for safety
because 121 promotes the highest level
of safety.” The company’s Hawthorne
dispatch center is staffed with licensed
dispatchers and duty managers to process flight releases and conduct dispatch
functions and flight following.
“We file and fly IFR, always with two
pilots, and our captains are all ATP-certificated even though Part 135 doesn’t
require that for this class of airplane,” he
said. “Additionally, we do full-flight Level
D simulator training at FlightSafety International’s DFW facility in the only Pilatus PC-12 full-motion-base simulator in
the country.”
Total employees number a little over
200, 70 of whom are pilots. The company reports having signed just under
3,000 members in the program, up from
a few hundred at startup. “We are close
to breaking even and will be profitable
shortly,” Sullivan said. “We do a little ondemand charter for the members who
request it. We fly the aircraft an average
of 200 hr. a month, so there is not a lot of
room for on-demand work.”
Earlier this year, SurfAir management announced a European program in
partnership with TAG Aviation and has
advertised it on its website. “While the
E.U. has approved single-engine turbines
www.bcadigital.com
for IFR night ops, there is a jet product
there at a longer stage length and higher
price point,” Sullivan said, “however, we
have not made a fleet decision on Europe
at this time.” One thing that has been
decided is that the Euro operation will be
set up as a separate endeavor under the
umbrella of a holding company.
“We believe this brand and model has
a worldwide potential,” Sullivan said,
“as there are a lot of city pairs with the
right stage lengths. I expect we’ll see
something emerge in the second or third
quarter of 2017.”
What BCA has described here is just
the beginning. Alternative, disruptive
business aviation charter options are popping up everywhere, exploiting obscure
corners of the regulations and challenging the status quo. It’s a new web-driven
world that may totally recast private air
transportation. Fasten your seat belts,
raise your tray tables to their full and upright position . . . and hang on. BCA
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Business & Commercial Aviation | May 2017 65
Purchase Planning Handbook
2017 Avionics Marketplace
There’s never been a better time for an avionics upgrade.
And the new stuff in the works will blow your socks off.
BY MAL GORMLEY mgormley@gmail.com
ccording to the Aircraft Electronics Association’s (AEA) year-end
market report, total worldwide
business and general aviation
electronics sales for 2016 amounted to
some $2.2 billion, which was down 6.4%
from 2015 figures. That was the lowest
annual total since 2012, the first year the
association began tracking sales. A little
more than half of last year’s billings came
from “forward fit,” that is installations
in new production aircraft. And new
aircraft deliveries were down in every
category with the exception of an everso-slight uptick in turboprops.
By contrast, avionics retrofit sales
reached new heights in 2016, continuing
a positive four-year trend. Roughly twothirds of all avionics were sold in North
America.
So, although overall sales of new
business and general aviation aircraft
are soft, operators are finding plenty
of new technology reasons to retrofit
their fleets. The following summary of
news and developments among avionics manufacturers provides a surfeit of
examples of why this is so.
A
Bombardier Global 7000 vision flight deck
Aspen Avionics
Albuquerque, New Mexico-based Aspen Avionics has earned a supplemental type certificate (STC) to interface
its Evolution primary and multifunction
displays (PFDs and MFDs) with Garmin’s GTX 345 all-in-one transponder.
Installing the GTX 345 with an Aspen
EFD1000 PFD will allow aircraft owners to take full advantage of viewing
ADS-B weather and traffic information
directly in their line of sight, which is a
good thing.
The 1090 MHz ADS-B Out feature
provides users with access to dual-band
ADS-B In traffic and subscription-free
weather on Aspen Avionics’ PFDs and
MFDs, and combines a Mode S Extended Squitter (ES) transponder with
an optional WAAS/GPS position source.
The $795 upgrade can be installed by
any Aspen Avionics authorized dealer.
Aspen has also earned certification
to interface its Evolution 1000 Pro PFD
with the System 55X autopilot by Genesys Aerosystems. The STC will cover
hundreds of light-single and twin-piston
66 Business & Commercial Aviation | May 2017
aircraft. When installed, multiple altimeter setting adjustments are no longer
required. The upgrade replaces separate monochrome displays, push buttons and panel knobs with a full-color
display directly in the pilot’s line of
sight, saves panel space and can provide
smooth, automatic level-offs with no altitude overshoot — just set the desired
vertical speed and altitude on the PFD.
Integrating the System 55X autopilot
with Aspen displays requires a software
unlock and Analog Converter Unit 2
(ACU2). The software unlock is priced
at $1,995 for customers who already
have an ACU2 installed. For those customers who require the unit, bundled
pricing for the ACU2 and System 55X
unlock is $2,995.
Astronautics Corporation
Last year, the FAA selected Astronautics Corporation of America to research
and develop a comprehensive approach
to identify and assess potential cybersecurity threats as they relate to aircraft
certification and continued operational
www.bcadigital.com
Astronautics
Roadrunner
safety. The contract covers research to
improve ways to identify and resolve
such cyberthreats.
The project will include the development of an efficient process that identifies system security vulnerabilities and
safety risks, including risk-mitigation
information. The researched approach
will support the FAA’s development of
aviation policies, regulations and training requirements to ensure flight safety
and secure aircraft network systems
from cyberattacks.
Astronautics will adapt its preexisting cybersecurity processes to support the implementation of the FAA
aircraft system information security/
protection and safety risk assessment
(SRA) framework. That framework will
then be used to model aircraft communications addressing and reporting
systems (ACARS), a digital data-link
for transmission of short messages between aircraft and ground stations via
air-band radio or satellite.
All work will be performed at the Astronautics headquarters in Milwaukee,
using systems and software engineers
from the current cyber team and inhouse development and cybersecurity
labs.
As part of the process, Astronautics
will collaborate with the FAA, FAAdesignated organizations, and aviation
and information security partners with
whom the company has established
relationships.
The company’s product areas include electronic PFDs, engine displays,
mission computers, electronic flight
bags (EFBs) and servers for airborne
applications.
Astronics Max-Viz
East Aurora, New York-based Astronics
Corp., through its subsidiary Astronics
Max-Viz, recently announced that its
Max-Viz 1200 EVS (enhanced vision system) for fixed- and rotary-wing aircraft
has been certified to DO-160G environmental testing standards by the Radio
www.bcadigital.com
Technical Commission for Aeronautics
(RTCA).
The solid-state $9,000 Max-Viz 1200
EVS requires no routine maintenance
and features a low-power, uncooled thermal camera. The sensor image can be
presented on any video-capable display
that accepts composite video (RS-170)
NTSC or PAL/analog signals. The 1.2lb. unit is compatible with a variety of
display systems including Garmin’s
G500, 600 and 1000; Avidyne’s R9; Bendix King’s KMD-850; AvMap’s EKP-V;
Flight Displays’ Flipper; various Rosen
monitors; and EFBs.
Astronics Max-Viz 1200 EVS
With its infrared enhanced-vision
thermal imaging system, the EVS enables pilots to see when flying day or
night in smoke, haze and light fog. The
EVS can work as an alternative to, or
in tandem with, light-based night-vision
goggle (NVG) technologies.
The Max-Viz 1200 EVS complements
synthetic-vision displays, allowing pilots to see transient obstructions, like
wildlife and construction barriers not
in synthetic-vision databases. The system gives real-time confirmation of the
operating environment, as well as supporting the approach-to-landing transition from IFR to VFR in marginal visual
conditions. Astronics Max-Viz is an EVS
supplier to aircraft manufacturers and
to the retrofit market with over 40 STCs
in fixed- and rotary-wing aircraft.
Avidyne
Melbourne, Florida-based Avidyne has
been granted an Approved Model ListSupplemental Type Certificate (AMLSTC) for its new IFD550 Navigator with
integrated Attitude Reference Sensor
(ARS).
The certification also includes FAA
approval of Release 10.2 software that
includes a host of new features including
synthetic vision and two-way wireless
connectivity with Avidyne’s new IFD100
iPad app. Avidyne has also received approval for its new IFD545, IFD510 and
IFD410 FMS/GPS systems.
The IFD550 is a full-featured FMS/
GPS/ Nav/Com w ith a l l the sa me
functionality of Avidyne’s current
IFD540 but with the addition of an integrated ARS. This detects pitch-and-roll
motion and enables the display of dynamic synthetic vision with full-motion
3-D “out-the-window” views as well as
exocentric “in-trail” views of the aircraft and nearby terrain, obstacles and
traffic. The IFD550 also gives pilots the
ability to toggle synthetic vision off and
view a traditional blue-over-brown attitude display, as well as an overlay of
horizontal and vertical deviation indicators, a total velocity vector (TVV)/
flight path marker, and adjustable field
of regard. The IFD550 has a list price
starting at $21,999.
Avidyne’s Release 10.2 software is
available as a field-loadable upgrade
for existing IFD540 and IFD440 systems, giving these customers the ability to display synthetic vision views of
the host aircraft, along with overlay of
flight-plan, color-contoured terrain, obstacles, full-color 3-D traffic and terrain
warnings. R10.2 also includes two-way
wireless connection to Avidyne’s IFD100
iPad app, wireless flight-plan transfer
into the IFD, non-TSO TAWS functionality and support for European VFR
(Bottlang) charts. In addition, it enables
a 16-watt power output option on the
Avidyne IFD550
IFD440, incorporates improvements
to Australian Published Holds, orbitaround-a-point circular holds, software
enablement for the RDR2000 radar display on the IFD 5-Series, and more.
All new-production IFD 5-series
and 4-series models are available now
and will begin shipping immediately
with R10.2 functionality. The 10.2 software upgrade for existing IFD540 and
IFD440 units is available for download
directly from the Avidyne website at
no charge. Optionally, the software is
available on a USB memory stick for
$150 from Avidyne. Costs do not include
dealer labor to upgrade existing systems. Pricing for IFD models with synthetic vision starts at $9,499.
Esterline CMC Electronics
Esterline Corp.’s latest cockpit avionics
displays include a new overhead panel
Business & Commercial Aviation | May 2017 67
Purchase Planning Handbook
with touch-screen technology for the
Gulfstream G500/G600 — the first of
its kind— as well as Mason primary and
secondary flight controls.
The Montreal-based company’s utility control system touch-screen display
technology is part of the Korry line of
cockpit controls and displays, and is the
first touch-screen control for overhead
panels in civilian aviation. It replaces a
number of separate display and switching components, while increasing flexibility and reliability. After pioneering
this application for the business jet market, Esterline is making the technology
available in a format easily adapted to a
wider range of aircraft.
Meanwhile, Esterline’s new CMA6024 GPS sensor is a satellite-based
augmentation system and ground-based
augmentation system (SBAS/GBAS)
CAT-I/II/III precision approach system. The sensor is an upgrade to the
existing CMA-5024, with an embedded
VHF data broadcast (VDB) receiver.
It is also fully compliant with ADS-B
and required navigation performance
(RNP).
Moreover, according to CMC, the
CMA-6024 is a plug-and-play, standalone unit requiring no specialized installation or integration support. It’s
available for forward-fit installation or
as a retrofit, occupying the same space
as the CMA-5024 it replaces.
The company’s new PilotView CMA1310 EFB and compact CMA-1525 aircraft information server work with
CMC’s new CMA-1310 or other tablets
to secure connectivity with aircraft systems and wireless and satcom aircraftground communications. It’s a tool that
bridges the aircraft and the outside
world.
The PilotView is offered as a standard
option on the Bombardier Challenger
600 series; Dassault Falcon 900, 2000,
7X and 8X; Embraer Legacy 600/650;
and Boeing Next-Generation 737s and
BBJs.
FreeFlight Systems
CMD Flight Solutions, an engineering
and certification company, recently
obtained European Aviation Safety
Agency (EASA) validation of FreeFlight
Systems’ AML-STC for the integration
of the Waco, Texas, manufacturer’s
1203C SBAS/GNSS sensor paired with
Rockwell Collins TDR-94/94D transponders. The pairing is a cost-effective
way to help aircraft owners meet any
ADS-B mandate worldwide.
Freeflight AML-STC
Meanwhile, Signature TECHNICAir
has purchased FreeFlight’s ADS-B STC
for turboprops for ADS-B compliance on
Beechcraft King Air C90 models. This
transfer of ownership will allow TECHNICAir to modify and enhance the STC
to meet the diverse needs of the King
Air fleet while also expanding the offering to include the light jet market. The
G1000 NXi is a faster, modernized and
lighter avionics suite with expanded
capabilities.
On the surface, the G1000 NXi’s physical enhancements and display advancements incorporate faster processing
power to support faster map rendering
and smoother panning throughout the
displays. The Olathe, Kansas, manufacturer says the displays initialize within
seconds after start-up, providing immediate access to frequencies, flight-plan
data and more. The system also incorporates contemporary animations and
modernized design for improved readability. New LED backlighting increases
display brightness and clarity, reduces
power consumption and has improved
dimming performance.
Garmin’s Connext wireless cockpit
Garmin G500H
STC provides a fully compliant ADS-B
solution to C90 operators.
Garmin International
The G1000 NXi, Garmin’s successor to
its popular G1000 integrated flight deck,
features wireless cockpit connectivity,
wireless aviation database updates using Garmin Flight Stream, enhanced situational awareness with SurfaceWatch,
visual approaches and map overlay on
the horizontal situation indicator (HSI).
The FAA has granted STC approval for
the G1000 NXi in the King Air 200 and
300/350. EASA approval is expected
later this year.
Building on the G1000’s success —
some 16,000 are in use worldwide — the
68 Business & Commercial Aviation | May 2017
connectivity unlocks more capabilities.
Available as an option, Flight Stream
510 enables Database Concierge, the
wireless transfer of aviation databases
from the Garmin Pilot app on a mobile
device to the G1000 NXi system. Flight
Stream 510 also supports two-way flight
Garmin 5000 in Citation Longitude
www.bcadigital.com
Garmin G1000 NXi Hero
plan transfer — the sharing of traffic,
weather, GPS information, backup attitude information and more — between
the G1000 NXi and compatible mobile
devices running Garmin Pilot or ForeFlight mobile. Garmin’s D2 Bravo and
D2 Bravo Titanium aviator watches
even sync with the app.
G1000 NXi equipped-aircraft are
rule-compliant to meet FAA and EASA
ADS-B requirements. The G1000 NXi
also supports the display of various
ADS-B In benefits, including traffic
and subscription-free weather. FIS-B
weather products include: NEXRAD,
METARs, TAFs, PIREPs, winds, temps,
NOTAMs, AIRMETs and SIGMETs, as
well as exclusive traffic features such
as Garmin’s patented TargetTrend and
TerminalTraffic features, and many
more.
For new installations, the G1000 NXi
is estimated to provide a weight savings
of 250 lb. or more in King Air aircraft.
New G1000 NXi installations also utilize
a new, fully integrated and lightweight
air data and attitude heading reference
system (ADAHRS), streamlining the
upgrade process. Garmin reports that
King Air operators with an existing
G1000 system can upgrade to the G1000
NXi with minimal aircraft downtime
and disruption of the panel as the displays preserve the same footprint and
connector, so panel modifications are
not required. New G1000 NXi installations and display upgrades all come with
a two-year warranty.
Genesys Aerosystems
MD Helicopters has selected Genesys’
Integrated Display Units (IDUs) for
three of its new helicopter models, the
MD 902 Explorer, the MD 530G Scout
Attack Helicopter and the all-new MD
6XX concept aircraft.
Genesys IDU 680 (left) and
IDU450 PFD (below)
Meanwhile, the Mineral Wells, Texas,
avionics manufacturer also joined with
its Russian distributor, Heliatica, to announce validation by the Aviation Register of the Russian Federation for its FAA
STC to install the Genesys HeliSAS stability augmentation system and autopilot onboard the Robinson Helicopter
R44 and R66, and the Airbus Helicopters H125 family.
In addition to that validation, Heliatica also announced that it had recently
completed the first HeliSAS installation on an Airbus H1300 helicopter.
This work was done in cooperation with
Heliswiss Iberica, a maintenance provider based in Barcelona, Spain, and a
Genesys Aerosystems authorized distributor and service center.
Meanwhile, customers who purchase
a new Genesys Aerosystems S-TEC
2100 digital flight control system by
June 30, 2017, will receive a free (installation separate) Lynx NGT-9000 ADS-B
transponder as well. The limited-time
offer is meant to encourage twin-piston
and turboprop aircraft owners to upgrade to an advanced digital autopilot
and meet the upcoming ADS-B mandate
at the same time.
Popular with operators of high-performance twins and turboprops, the STEC 2100’s features include a solid-state
three-axis digital flight control system,
control wheel steering, IAS hold, GPS
steering, heading preselect and hold
PFD integration, altitude preselect and
hold with autotrim.
The Lynx NGT-9000 touch-screen
1090ES/ADS-B transponder’s features
include a 978/1090 MHz dual-band
receiver, L3 Lynx Tail patented flight
ID, aircraft type and ground speed of
other ADS-B traffic, a full-color, resistive touch-screen interface, full-color
moving maps including TFRs, airports
and NOTAMs, full-color graphical and
textual weather displays, and a built-in
WAAS/GPS requiring no external GPS
connections. An embedded NextGen Active Traffic option eliminates the need
for a separate box.
Honeywell Aerospace
Operators of several major business jet
types will soon have an opportunity to
replace outdated Laseref II and III navigation systems with the all-digital Laseref IV ring laser gyro-based inertial
reference system (IRS).
This is significant because Honeywell
will soon be ending aftermarket product
support for Laseref II and III, both of
www.bcadigital.com
Business & Commercial Aviation | May 2017 69
Purchase Planning Handbook
Honeywell Primus Epic in Gulfstream G500
which have been out of production for
several years.
Aircraft eligible for the upgrade include the Hawker 800, 800XP and 1000;
Bombardier Challenger 600, 601-3A/3R and Global Express; Cessna Citation
X; Dassault Falcon 900A/B/C/EX; and
Gulfstream GIV and GV.
The Phoenix manufacturer estimates
that, depending on the platform, the upgrade will reduce aircraft weight by
25-75 lb. and mean time between failures (MTBFs) will show a 30% increase,
thanks to Laseref IV’s demonstrated
30,000 hr. This is the fourth-generation
ring laser gyro-based IRS in the lightest 4 MCU rack-mountable package.
Pricing for the replacement will be announced in the near future.
Meanwhile, the new Cessna Citation
Hemisphere large-cabin business jet
will feature Honeywell’s Primus Epic
integrated cockpit system. Honeywell
says its transoceanic FMS, including
SmartView for lower minimums, and
precision inertial reference sensors
should enable Hemisphere operators to
reach destinations at reduced costs. In
addition, the system will provide pilots
with a conformal 3-D view of the outside
world to improve situational awareness
in any weather. And Honeywell’s Connected Aircraft feature includes satcom
connectivity as well as cockpit, cabin,
and maintenance apps and services.
Other Primus Epic features for the
Hemisphere include a SmartView synthetic vision system (SVS), IntuVue
volumetric weather radar, airport 2-D
and 3-D moving maps integrated with
SmartView SVS for an “out-the-window,
gate-to-gate” view of the airport, RNP,
advanced LED large-format, high-resolution displays, touch-screen controls,
and Aspire 300 satellite communications enabling simultaneous cockpit
voice and data connectivity via the Iridium satellite system for safety services.
Optional JetWave cabin satellite communications deliver high-bandwidth
global connectivity for passengers.
And Honeywell is offering the latest cockpit safety technologies to Gulfstream operators to modernize their
aircraft and enhance safety. STCs for
enhanced features were recently received from the FAA for Gulfstream
PlaneDeck cockpits on the GIV and
GV. The latest suite of upgrades will
increase crew situational awareness
through the integration of synthetic vision with charts and maps, video capability and the XM ground-based weather
displayed on PlaneDeck LCDs.
The suite of upgrades also adds TCAS
symbology and XM weather information to PlaneDeck SV’s enhanced moving map display as an additional overlay
improving the flight crew’s situational
awareness. The Gulfstream GIV and
GV join the GIV-SP, which was certified
earlier, to be eligible for the latest cockpit upgrades.
L3 Technologies
To better reflect the company’s breadth
of offerings and scale, L-3 Communications has changed its name to L3 Technologies Inc. As part of its name change,
L3 changed its email and website to
http://www.L3T.com
Headquartered in New York City, L3
employs some 38,000 people worldwide
as a provider of communication and
electronic systems and products used
on military, homeland security and commercial platforms. The company is also
a prime contractor in aerospace sys-
L3 ACCS NXT
tems, security and detection systems,
and pilot training. L3 reported 2015
sales of $10.5 billion.
Meanwhile, ACSS, an L3 and Thales
company, has developed the NXT-700,
an ADS-B transponder for legacy corporate aircraft. This next-generation
Mode S transponder will satisfy the
DO-260B mandate for ADS-B on many
legacy aircraft models. ACSS says it will
reduce owner/operator costs, as well as
downtime, because it is a 1/4 ATR short
form-fit installation.
70 Business & Commercial Aviation | May 2017
The NXT-700 is designed for use on
the following legacy aircraft models:
Hawker 125-400, -600 and -700, and
Beechcraft Hawker 400 SP/Beechjet;
Bombardier CL-601-3A and 3R; Cessna
CitationJet, Ultra, V, VII and 550; Dassault Falcon 10, 20, 50, 200, 900 and
900B; Gulfstream IIB, III and V; IAI
Westwind 1124; and Learjet 35, 35A, 36
and 36A.
The transponder’s configuration is
compatible with current retrofit TCAS
II 7.1 systems and may be able to leverage the aircraft’s existing mounting
rack and connectors for quick installation. Since no additional control heads
are needed, the cockpit configuration
will remain the same.
Rockwell Collins
The Cedar Rapids, Iowa-based manufacturer reports a number of recent Pro
Line Fusion-related developments, including FAA certification for upgrades
to King Air B200 and 350, and Citation
CJ3 cockpits.
The King Air B200 series upgrade
Rockwell Collins Pro Line Fusion for B200
provides turnkey compliance with airspace modernization deadlines and
transforms the panel with the first
touch-screen PFD to be certified for operational use, as well as the largest widescreen PFDs available. Rockwell Collins
is promoting the upgrade as enhancing
aircraft since it involves the same iconbased, touch-screen technology found
on new-production King Airs.
The avionics upgrade for King Air
350s has been expanded to include
Rockwell Collins FMS navigation database updates and coverage under its
Corporate Aircraft Service Program
(CASP) at no additional charge for three
years. Pro Line Fusion is designed to be
easily updated with software upgrades,
and to accommodate future technology
enhancements, including the company’s
HGS-3500 head-up guidance system,
EVS-3000 EVS and airport moving
map.
Pro Line Fusion made its flying debut on the Citation CJ3 last August
www.bcadigital.com
over 30 years and Citations for more
than two decades. Now, those aircraft
operators can trade-in their existing
FMS for a significant credit toward
the purchase of a new, advanced capability SBAS-FMS. SBAS approach
procedures like LPV offer several
benefits over traditional GPS or ILS
procedures.
The NextGen SBAS-FMS upgrade
incentive program provides trade-in
credit for competitor FMS or GPS systems, and the technology is the foundation for PBN requirements and ADS-B
Out compliance.
On the Horizon
Rockwell Collins Citation CJ3 flight deck
following implementation of the system
in conjunction with Duncan Aviation.
That upgrade also provides turnkey
compliance with airspace modernization deadlines and transforms the panel
with widescreen displays, high-resolution synthetic vision and touch-screen
navigation.
The upgrades are FAA-certified and
EASA-validated, and include ADS-B
Out, synthetic vision, an updated FMS
with localizer performance and approach procedures with vertical guidance (LPV/APV) and radius-to-fix
(RF) legs, and the latest version of the
Integrated Flight Information System
(IFIS). Similar Pro Line 21 upgrade
packages are in development for numerous other aircraft types, including
Hawkers, Premiers and more.
Keys component of the Pro Line Fusion avionics system are the HGS-3500,
the industry’s first HGS developed for
midsize and light business aircraft, and
multi-spectral EVS-3000, which were
certified on the Embraer Legacy 450
and Legacy 500 executive jets — the
first such certification for both technologies. The systems bring transformative
flight deck technology to the business
aviation market segment to enhance pilot situational awareness and increased
safety.
The HGS-3500 is designed with
waveguide optics that couple with the
Legacy 450’s and 500’s Pro Line Fusion
avionics system. It comes standard with
synthetic vision for even greater situational awareness, and can be upgraded
with an enhanced vision option, enabled
through the EVS-3000.
The manufacturer maintains that
having synthetic and enhanced vision
on the HGS sets the stage for a combined head-up vision system in the
www.bcadigital.com
future, which will make for a full-time,
augmented view of the outside world for
enhanced situational awareness and approval for lower operating minima.
Universal Avionics
In an effort to help operators equip their
aircraft for the FAA’s NextGen mandate, Universal Avionics is extending
three of its pricing incentive programs
that had been set to expire at the end of
2016. The company’s ADS-B Out incentive package program, and the SBASFMS upgrade incentive program for the
Learjet 40/45/40XR/45XR and Citation
Excel/XLS are now available through
Dec. 31, 2017.
The ADS-B Out Incentive Package
pairs Universal’s SBAS-FMS with the
Universal family ADS-B
Rockwell Collins TDR-94(D) Mode S
transponder to meet the upcoming
NextGen ADS-B Out mandate. Unlike
other standalone solutions, Universal’s
solution includes a TSO C146c-certified
FMS, allowing operators to gain LPV as
well as provide the necessary sensor requirements to meet data-link mandates
like FANS 1/A+, Link 2000+ and FAA
Data Comm. The Tucson, Arizona, manufacturer says it has taken a “buildingblock” approach to meeting mandates
while adding real, long-term value to
the aircraft.
Universal Avionics forward-fit FMSes have been featured on Learjets for
Avionics sales may be off temporarily,
but avionics makers continue to advance
the art and science of their products.
The capabilities of near- and long-term
forthcoming avionics underscore breakthrough advances in technology. Some
examples:
υ⁳Rockwell Collins sees combined synthetic-infrared vision, blending weather
information, personalized information
displays, voice recognition, even pilot
posture recognition as almost foregone
conclusions.
υ⁳The NTSB is examining which of
the many parameters recorded by
flight recorders might most usefully be
streamed back via satellite to ATC and
flight operations.
υ⁳Teledyne Controls and GE Aviation
have signed a strategic partnership that
should simplify the flow of flight data off
aircraft, and expand
its va lue th rou gh
GE ’s cloud - ba s e d
platform.
υ⁳EFBs are beginning to offer real-time
updates of operational
information.
υ⁳Thales sees the convergence of big
data, machine learning and connectivity in industry on the near horizon. And
there are plenty more examples out
there.
As we detailed in last December’s
special report, “The Internet of Airborne Things,” the interrelation and
interactivity of the digital cabin, flight
deck, service providers and ATC are
steadily increasing. Still, all the geewhizardry must be tempered with the
realization that ultimately, the flight
crew must be ready to demonstrate
fundamental control under any circumstances because the “F” in MTBF
is there for a reason. BCA
Business & Commercial Aviation | May 2017 71
Expertise at the right place
Our Service Centre Network*
Comlux America
HAECO Private Jet Solutions
Jet Aviation
Sabena technics
Sepang Aircraft Engineering
ST Aerospace in Singapore
*The ACJ Service Centre Network comes in addition
to the Airbus worldwide support network
AVIONICS
VHF PANEL-MOUNT TRANSCEIVERS
Manufacturer
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Model
Channels
Power Output
(peak W)
Units/Weight (lb.)
TSO
Channel Display
Power Required
Size (in.)
GTR 225
760 w/25 kHz spacing; 2280 w/8.33
kHz spacing
10W or 16W
1/2.30
LCD
9 - 33 V
6.25 x 1.65 x 10.4
GNC 255
760 w/25 kHz spacing; 2280 w/8.33
kHz spacing
10W or 16W
1/3.02
C37c
C38c
LCD
9 - 33 V
6.25 x 1.65 x 10.4
BendixKing
KY 196A
760
16 nominal
1/3.2
C37c
C38c
LED
28 VDC
6.3 x 1.35 x 10.8
BendixKing
KY 197A
760
10 nominal
1/3.2
C37c
C38c
LED; nvm
14 VDC
6.3 x 1.35 x 10.8
BendixKing
KY 196B
2280
18 nominal
1/3.2
C37c
C38c
LED; nvm
28 VDC
6.3 x 1.35 x 10.8
www.bcadigital.com
Remarks
Not
provided
by OEM
C34e, C36e
Class A; C40c,
C128a, C169a Class
3, 4, 5, 6, C, E,
H1, H2
Honeywell Aerospace
BendixKing
9201 San Mateo
Blvd. NE
Albuquerque, NM
87113
(855) 250-7027
www.bendixking.com
Price
Not
provided
by OEM
$5,364
Active/standby frequency; stored
channels; LED, 28 V.
$5,323
LED, NVM
$7.298
Active/standby frequency; stored
channels; LED 28 VDC.
Business & Commercial Aviation | May 2017 71a
AVIONICS
VHF PANEL-MOUNT TRANSCEIVERS
Manufacturer
Honeywell Aerospace
BendixKing
9201 San Mateo
Blvd. NE
Albuquerque, NM
87113
(855) 250-7027
www.bendixking.com
Model
Channels
Power Output
(peak W)
Units/Weight (lb.)
TSO
Channel Display
Power Required
Size (in.)
BendixKing
KX 165-21
760 com; 200 nav
10 nominal
1/5.65
C37b
C38c
LCD; non-volitile
28 VDC
6.25 x 2.05 x 10.16
BendixKing KX
165A-01
760 com; 200 nav
10 nominal
1/4.0
C37d; JTSO-2C37e;
C38d; JTSO-2C38e
LCD; non-volitile
28 VDC
6.25 x 2.05 x 10.16
BendixKing
KX 165A-02
760 com; 200 nav
10 nominal
1/4.0
C37d; JTSO-2C37E;
C38d; JTSO-2C38e
LCD; non-volitile
28 VDC
6.25 x 2.05 x 10.16
Price
Remarks
$6,214
Nav/Com/GS/VR/LC CV 14V 760
freq.
$5,981
Nav/com, 25 kHz; 28V
$6,015
Nav/Com, 25 and 8.33 kHz; 28V
VHF REMOTE-MOUNT TRANSCEIVERS
Manufacturer
Aspen Avionics
5001 Indian School Rd. NE
Albuquerque, NM 87110
(505) 856-5034
Fax: (505) 314-5440
www.aspenavionics.com
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Model
Frequency
Display
TSO
Units/Weight (lb.)
Price
Frequency Storage
Size or Form Factor
Power Required
ATX100
978 MHz In/Out
0.95 lb.
$3,495
TSO Rule
Compliant
ADS-B In/Out
—
5.0 x 5.75 x 1.7
—
ATX100G
978 MHz In/Out
0.95 lb.
N/A
TSO Rule
Compliant
ADS-B In/Out
—
5.0 x 5.75 x 1.7
—
2/4.3
$16,291
BendixKing
KTR 908
Xmit Power (W)
10-40 VDC
10-40 VDC
gas discharge
20
C37c
C38c
2 (9 channels);
118.0 - 151.975 MHz
opt.
1.8 x 5.0 x 11.8
28 VDC
VHF-4000
CTL-22
gas discharge
2/4.7
see remarks
C37d
C38d
8 frequencies; nvm
2.5 MCU
28 VDC
VHF-4000E
CTL-22C
gas discharge
2/4.7
$21,892$26,264*
C37d
C38d
8 frequencies; nvm
2.5 MCU
$21,892$26,264*
VHF-4000
Transceiver
gas discharge
24.7
$68,620*
2/5 MCU
N/A
20
20
20
8.33/25 kHz
71b Business & Commercial Aviation | May 2017
Remarks
Includes installation kit; singleband; meets ADS-B mandate
below 18,000 ft.; ADS-B
transceiver provides an ADS-B
solution for aircraft equipped
with a Mode A/C transponder
and a WAAS GPS nav receiver.
Includes installation kit; singleband; meets ADS-B mandate
below 18,000 ft.; ADS-B transceiver provides an ADS-B solution for aircraft equipped with a
Mode A/C transponder without
a WAAS GPS nav receiver.
Does not include KFS 598 control head. 152 MHz and SECAL
options available.
Built-in diagnostics; compatible only with CSDB or ARINC
429 controls. Options: 001
baseline: includes CTL-22. 101
adds 8.33: includes CTL-22C.
201 adds Mode A/2 data;
includes CTL-22. 301 adds
8.33 and Mode A/2 data:
includes CTL-22C. Prices range
from $13,976 to $21,892 (BCA
estimate).
Built-in diagnostics; compatible
only with CSDB or ARINC
429 controls. Options: 101
adds 118.0-151.975 + 8.33;
includes CTL-22C. 301 adds
Mode A/2 data; includes
CTL-22C. *BCA estimate.
*BCA estimate.
www.bcadigital.com
AVIONICS
HF TRANSCEIVERS
Manufacturer
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.aerospace.honeywell.
com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Model
Frequency Range
TSO
Channels
HF-1050
2-29.999
Xmit Power
(W)
Units/Weight (lb.)
Price
Size or Form Factor
Power Required
4/29.9
$77,680
KRX 1053 Receiver/Exciter:
5.56 lb; 10.8 x 3.1 x 5.0
C31d
C32d
200 PEP
(SSB)
280,000
KPA 1052 Power Amplifier:
6.67 lb;
12.7 x 7.2 x 1.8
28 VDC
KAC antenna coupler:
9.87 lb;
13.0 x 4.7 x 9.87
HF 9000
System
C31d
C32d
2 - 29.9999
SSB/AM
AM data
3/27.5
280,000;
99 operator programmable; 176 ITU
r/t programmed
selectable
power output
10.50,
175 PEP
$99,980*
controller:
2.625 x 5.75 x 5.85
transceiver:
7.625 x 5.55 x 12.60
28 VDC
antenna coupler:
7.6 x 3.8 x 13.0
Remarks
Delivers 200 W PEP transmitter
power and four squelch options.
“Once tuned, always tuned”
coupler capability provides
<20 millisecond response.
PS-440 controller provides 99
user-programmable channels,
clarifier functional and coupler
tune status.
Fiberoptic interface; rapid-tune
antenna coupler (40 millisecond computer training); BITE.
Includes HF receiver/transmitter
antenna coupler and radiotuning unit.
*Special order price and
delivery.
HORIZONTAL SITUATION INDICATORS/COMPASS SYSTEMS
Manufacturer
Astronautics
4115 N.Teutonia Ave.
Milwaukee, WI
53209-6731
(414) 449-4000
www.astronautics.com
Model
Gyro
TSO
Slave Rate
Roadrunner
Electronic Flight
Instrument (EFI)
/none
see remarks
Autopilot Outputs
N/A
Units/Weight (lb.)
Price
Form Factor
Power Required
1/ 8.0 lb. / 4.65
x 4.98 x 1.65 in.
electronics unit, 5.0
x 9.67 x 6.96 in.
display head
—
28 VDC <50
Watts - optional
115 VAC 400 Hz
primary power
—
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
www.bcadigital.com
N/A
N/A
N/A
N/A
GI 106B
—
1/1.4
$2,599
14/28V
TSO C34e,
C36e, C40c
—
3.25/3.25/4.75
—
Remarks
Provides an upgrade for existing HSI/
ADI primary flight instruments. Capable
of displaying weather, synthetic vision,
terrain awareness and traffic information. interfaces with ARINC 429 input
and output, differential analog, discrete
interfaces, RS232 (bi-directional),
synchro and resolver, direct output
for TAWS aural alerts. Options include
ARINC 453 and ARINC 568 inputs, and
connectors matching legacy instruments. TSO approvals are planned.
Course deviation indicator (CDI) with
needle and glideslope.
Business & Commercial Aviation | May 2016 71c
AVIONICS
HORIZONTAL SITUATION INDICATORS/COMPASS SYSTEMS
Manufacturer
Honeywell Aerospace
1944 East Sky Harbor
Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602-365-3343
(855) 250-7027
www.aerospace.
honeywell.com
Model
Gyro
TSO
Slave Rate
KCS 55A Slaved
Compass
System
KI 825 Color
EHSI/MFD
Sandel Avionics
2401 Dogwood Way
Vista, CA 92081
(877) 726-3357
(760) 727-4900
Fax: (760) 727-4899
www.sandel.com
Autopilot Outputs
remote/3-deg.
per minute
remote
Units/Weight (lb.)
Price
Form Factor
Power Required
4/8
$27,937
magnetic heading
3.375 in. x 3.375 in.
extensive
outputs;
GPS selected
discretes,
EHSI-ready discretes
14-28 VDC
1/3.0
$17,638
3 ATI
14 - 28 VDC
1/2.9
$14,113
C113, C6d,
C34e, C36e,
C40C, C11a
—
SN3500
Primary Navigation Display
remote
C113, C6d,
C34e, C35d,
C36e, C40e,
C41d,
C118, C119B
N/A
3 ATI
11-33 VDC;
33 W
SN4500
Primary
Navigation
Display
remote
1/3.5
$20,950
4 ATI
22-33 VDC;
40 W
N/A
analog
C113, C6d,
C34e, C36e,
C40e, C41D,
C118, C119B
N/A
Remarks
Includes KG 102A directional gyro, KMT
112 flux valve and KA 51B slaving unit
and installation kits.
Integrated EHSI, AMLCD; arc mode;
360 mode; course map; interfaces
with numerous navigation systems and
WX500 Stormscope. Priced for a new
installation and a KCM 100.
3-ATI Primary Navigation Display.
Sunlight readable LED backlit display
with 180 degree viewing angle and over
10,000 hour MTBF. Combines HSI,
RMI, color moving map and other features. Accepts synchro, stepper motor
and ARINC 429 gyro inputs. Designed
to work with a wide variety of digital and
analog NAV, GPS/WAAS, DME, ADF and
marker beacon receivers. Built-in LNAV
roll-steering interface. Compatible
with the WX-500 Stormscope. TACAN
interface available. Optional interfaces
for traffic ($980), WSI datalink weather
($980), Reversionary Attitude ($980).
High-vibration version $17,714. NVIS
compatible version $21,895.
4-ATI Primary Navigation Display.
Sunlight readable LED backlit display
with 180 degree viewing angle and
over 10,000 hour MTBF. Combines
HSI, RMI, color moving map and other
features. Accepts synchro, stepper
motor and ARINC 429 gyro inputs.
Designed to work with a wide variety
of digital and analog NAV, GPS/
WAAS, DME, ADF and marker beacon
receivers. Built-in LNAV roll-steering
interface. Compatible with the WX500 Stormscope. TACAN interface
available. Optional interfaces for
traffic ($980), WSI datalink weather
($980), Reversionary Attitude ($980).
High-vibration version $23,800. NVIS
compatible version $27,050.
AUTOMATIC DIRECTION FINDERS
Model
Manufacturer
TSO
Honeywell Aerospace
BendixKing
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Frequencies
Frequency Storage
Bendix/King
KR 87
Display
Nav
Outputs
200-1799
kHz
Units/Weight (lb.)
Price
Size or Form Factor
Power Required
1/6.7
P/M
$5,395
Remarks
nvm
analog
C41c
ADF-4000
gas discharge
190-1799 kHz
2182 kHz
emergency freq.
6 frequencies; nvm
C41d
gas discharge
71d Business & Commercial Aviation | May 2017
CSDB
ARINC
429
6.25 x 1.3 x 11.23
11-33 VDC
3/6.4
$18,272*
2 MCU
28 VDC
Times flight and approaches;
slaved indicator and RMIs available
as options. Incudes KA 44B antenna.
Built-in diagnostics; compatible only
with CSDB or ARINC 429 controls; digital
signal processing; dual antenna optional.
Includes ANT-462A.
*Dual system, $36,728.
www.bcadigital.com
AVIONICS
NAVIGATION RECEIVERS (PANEL- AND REMOTE-MOUNT)
Manufacturer
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: ((913) 397-8282
www.garmin.com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Model
Channel Display
Nav Outputs
Units/Weight (lb)
Price
TSO
Channel Storage
GS/MB
Size or Form Factor
Power Required
BendixKing
KNR 634A
gas discharge
ARINC 429
CDI, HSI, RMI
2/6.5
$42,317
C40a, C36c,
C34c, C35d
2 nav;
nvm
—
3.0 x 5.0 x 10.0
28 VDC
GNC 255
LCD
ARINC 429
1/3.02
$4,495
C34e, C36e
Class A; C40c,
C128a, C169a
Class 3, 4, 5, 6,
C, E, H1, H2
Recall of frequency
from database
by facility name
and type. Stores/
recalls 15 user
defined frequencies. Stores/
recalls previous 20
frequencies used
CDI/HSI/EHSI/
EFIS
6.25 x 1.65 x 10.4
9 - 33V
VIR-4000
CTL-32
gas discharge
CSDB
ARINC 429
2/3.9
See remarks
C34e, C36e,
C40c, C35d
6 frequencies; nvm
NA
2.5 MCU
28 VDC
NAV-4500
CTL-32
gas discharge
CSDB
ARINC 429
2/4.1
$23,560*
C34e, C36e,
C40c, C35d
6 frequencies;
nvm
NA
2.5 MCU
28 VDC
NAV-4000
CTL-32
gas discharge
CSDB
ARINC 429
2/4.7
$32,532*
C34e, C36e,
C40c, C35d,
C41d
6 frequencies;
nvm
NA
2.5 MCU
28 VDC
Remarks
Synchro-interface KNI 582 RMI
optional. Digital display of active/
standby frequencies.
10W or 16W comm and 200 channel
nav with VOR/LOC and G/S receiver.
Special order item and pricing.
Combines ADF and VOR/ILS/MKR
receivers in a single package.
Internal diagnostics capability.
Built-in diagnostics; compatible only
with CSDB or ARINC 429 controls;
digital signal processing; includes CTL32 ($4,904); meets Eurocontrol FM
immunity standards only. RTU 4200,
$23,880. *BCA estimate.
Built-in ADF; built-in diagnostics; compatible only with CSDB or ARINC 429 controls; digital signal processing; Eurocontrol
FM immunity standards.*Configuration will
determine price.
DISTANCE MEASURING EQUIPMENT
Model
Manufacturer
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
TSO
BendixKing
KN62A
Channel
Display
gas
discharge
—
BendixKing
KN63
gas
discharge
C66a
BendixKing
KDM 706A
C66b
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
www.bcadigital.com
gas
discharge,
slaved
indicators
DME-4000
gas
discharge
C66c
Nav Outputs
Units/Weight (lb.)
Price
Power Outputs
(peak W)
Size or
Form Factor
Power Required
serial data
1/2.6
P/M
$8,617
100
6.3 x 1.3 x 12.3
11-33 VDC
serial data
2/3.6
$13,760
100
6.5 x 1.1 x 11.55
11-33 VDC
ARINC 429
ARINC 568
2/6.3
$24,093
250
3.0 x 5.25 x 12.8
28 VDC
CSDB
ARINC 429
2/4.4
$20,100*
300
2.5 MCU
28 VDC
Remarks
Includes antenna and installation kit;
accepts remote channeling. Distance
accuracy: ±0.1 nm nominal to 99 nm,
±1.0 nm, 100 to 389 nm.
Includes KDI 572 indicator, optional slaved
indicator. Distance accuracy: ±0.1 nm nominal to 99 nm, ±1.0 nm, 100 to 389 nm.
Includes KDI 572 indicator;
optional slaved indicator;
kits/mounts not included.
Tracks three channels simultaneously
when linked to CTL-32, IND-42; decodes
and displays station ident; digital signal
processing; echo monitor; built-in diagnostics; includes IND-42. *BCA estimate.
Business & Commercial Aviation | May 2017 71e
AVIONICS
LONG-RANGE NAV/COMS
Model
Manufacturer
TSO
Avidyne
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
(800) AVIDYNE
Fax: (781) 402-7599
www.avidyne.com
Inputs
Units/Weight (lb.)
Price
Outputs
Size or Form Factor
Power Required
System Type
Remarks
IFD 550
VHF Com; VOR-LOC-ILS;
GPS; SBAS-WAAS, Attitude, WiFi, Bluetooth
1/8.5
$21,999
--
4.60 x 6.3 x 11.0
11-33 VDC
10-watt VHF Com
(16- watt option available)
GPS receiver with WASS
(SBAS) capability, VOR/
ILS/ LOC receiver, VHF
com, ARS
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
IFD545
GPS receiver with WASS
(SBAS) capability, VOR/
ILS/ LOC receiver , ARS
GPS; SBAS-WAAS
--
2.66 x 6.3 x 11.0
$19,999
11-33 VDC
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
IFD 540
GPS receiver with WASS
(SBAS) capability, VOR/
ILSs/LOC receiver,
VHF com
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
IFD 510
VHF Com;
VOR-LOC-ILS;
GPS
SBAS-WAAS
1/8.5
—
4.60 x 6.3 x 11.0
11-33 VDC
10W VHF Com (16W
option available)
GPS; SBAS-WAAS
1/8.0
$15,995
—
2.66 x 6.3 x 11.0
11-33 VDC
$15,999
GPS receiver with WASS
(SBAS) capability,
VOR/ILS/LOC receiver
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
71f Business & Commercial Aviation | May 2017
FMS/GPS/NAV/COM system with
integrated Attitude Reference
Sensor (ARS). Egocentric and Exocentric Synthetic Vision capability.
Designed a drop-in replacement
for the GNS530/W series navigators, but with a larger display and
touch-screen interface. 5.7-in.
VGA (640 x 480) LED. 16 channel
GPS/SBAS receiver with 1,000
user-defined waypoints/99 flightplans. Includes Forward Looking
Terrain Alerting (FLTA), Includes
built In Bluetooth/WiFi capability. Optional TAWS-B, $7,995;
optional 16 W VHF transceiver,
$4,995 (28vdc aircraft only).
Optional RS-170 Video input
($1,499). Optional Wx Radar Interface -BendixKing RDR2000/2100
($3,999). Release 10.2 Software
Upgrade for existing IFD540
and IFD440 units is available
for download directly from the
Avidyne website at no charge.
Optionally, the software is available on USB memory stick for
$150 from Avidyne. Costs do not
include dealer labor to upgrade
existing systems. All new-production IFD 5-Series and 4-Series
models are available now and will
begin shipping immediately with
R10.2 functionality.
FMS/GPS Navigator with integrated Attitude Reference Sensor
(ARS). Egocentric and Exocentric
Synthetic Vision capability.
Designed as a drop-in replacement for GNS500 navigators. 16
channel GPS/SBAS receiver with
1,000 user-defined waypoints/99
flightplans. Includes Forward
Looking Terrain Alerting (FLTA).
Includes built In Bluetooth/WiFi
capability. Optional TAWS-B,
$7,995; optional 16 W VHF transceiver, $4,995 (28vdc aircraft
only).
FMS/GPS/NAV/COM system. Also
designed as a drop-in replacement for the GNS530 and 530W
navigators but with a larger display and touchscreen interface.
5.7-in. VGA (640 x 480) LED.
16-channel GPS/SBAS receiver
with 1,000 user-defined waypoints/99 flight plans. Includes
Forward Looking Terrain Alerting
(FLTA) and built-In Bluetooth/
Wi-Fi capability. Optional certified
TAWS-B, $7,995; optional 16 W
VHF transceiver, $4,995 (28VDC
aircraft only).
FMS GPS Navigator. Also
designed as a drop-in replacement for GNS500 navigators.
16-channel GPS/SBAS receiver
with 1,000 user-defined waypoints/99 flight plans. Includes
Forward Looking Terrain Alerting
(FLTA) and built-In Bluetooth/
Wi-Fi capability. Optional certified
TAWS-B, $7,995; optional 16 W
VHF transceiver, $4,995 (28VDC
aircraft only).
www.bcadigital.com
AVIONICS
LONG-RANGE NAV/COMS
Model
Manufacturer
TSO
Avidyne
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
(800) AVIDYNE
Fax: (781) 402-7599
www.avidyne.com
Esterline CMC Electronics
600 Dr. Frederik Philips Blvd.
Montreal, Quebec
Canada H4M 2S9
(514) 748-3184
Fax: (514) 748-3100
www.cmcelectronics.ca
Inputs
Units/Weight (lb.)
Outputs
Size or Form Factor
System Type
IFD 410
Remarks
GPS; SBAS-WAAS
1/6.0
—
2.66 x 6.3 x 11.0
ARINC 429
(complies with
ARINC 743B/
ARINC 429)
1/5.5
ARINC 429
9.5 x 8.5 x 2.5
GPS receiver with WASS
(SBAS) capability,
VOR/ILS/LOC receive
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
CMA-5024
GPS receiver with SBAS
and LPV
C145c Beta-3
C146c Delta-4
Garmin
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: ((913) 397-8282
www.garmin.com
CMA-3024
GPS Receiver
ARINC 429
1/5.5
C145b Beta -3
ARINC 429
9.5 x 8.5 x 2.5
GNC 255
RS-232
GTN 750
ARINC 429, RS-232
6.25 x 1.65 x 10.4
HSDB, ARINC 429, ARINC
453/708, RS-232,
RS-422
1/9.3
VOR/ILS/LOC receiver,
VHF com
C34e, C35d Class A;
C36e Class A, C40c,
C63d Class BC, C74d
Class A, C110a, C112c,
C113 Class I, II, II,
C118, C128a, C139,
C146c Class 3, C147;
among others
GTN 650
VOR/ILS/LOC receiver,
VHF com
C34e, C36e Class A,
C40c, C74d Class A,
C110a, C112c, C113
Class I, II, III, C118,
C128a, C146c Class 3,
among others
www.bcadigital.com
Certified SBAS/LPV receiver,
Certified SBAS/LPV receiver,
fully compliant as an ADS-B and
RNP navigation source; provides
LP/LPV and SBAS LNAV/VNAV,
growth to GBAS with built-in VDB
currently in development, LPV/
GBAS stand-alone approach
capability with CMA-5025 control
head, Options include: Have
Quick and Doppler velocity radar
emulation, meets or exceeds all
FAR Part 25 requirements, operation from -55c to +70C.
Low cost certified SBAS Receiver,
fully compliant as an ADS-B
and RNP navigation source. Extremely reliable, MTBF > 48,000
hrs. Meets and exceeds all Part
25 requirements.
1/3.02
VOR/ILS/LOC receiver,
VHF com
C34e, C36e Class A,
C40c, C128a, C169a
Class 3, 4 5, 6, C, E,
H1, H2
FMS GPS Navigator. Also designed as a drop-in replacement
for GNS400 navigators. 16-channel GPS/SBAS receiver with
1,000 user-defined waypoints/99
flightplans. Optional Blue-tooth
and WiFi capability $1,300.
Optional Forward-Looking Terrain
Alerting (FLTA) $1,300 ($2,000
for both) Optional certified
TAWS-B $7,995; optional 16 W
VHF transceiver, $4,995 (28VDC
aircraft only).
HSDB, ARINC 429, RS232, RS-422
6.25 x 6.00 x 11.25
HSDB, ARNC 429, ARINC
453/708, RS-232,
RS-422
1/7.0
10W or 16W com and 200 channel nav with VOR/Localizer and
Guideslope receiver
Fully integrated GPS/NAV/COM/
MFD system. The unit’s 6-in. high
touchscreen provides access
to high-resolution terrain mapping, graphical flight planning,
geo-referenced charting, traffic
display, multiple weather options,
connectivity and more.
Full integrated system combines
GPS, COM and NAV functions
with MFD capabilties.
HSDB, ARINC 429
6.25 x 2.65 x 11.25
GSR 56
RS-232
1/2.51
Iridium weather datalink,
text/voice
communications
RS-232
2.08 x 6.96 x 12.96
The GSR 56 gives access to
on-demand global weather
information and text/voice communication through the Iridium
stellite network.
TSO: 139
Business & Commercial Aviation | May 2017 71g
AVIONICS
LONG-RANGE NAV/COMS
Model
Manufacturer
TSO
Avidyne
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
(800) AVIDYNE
Fax: (781) 402-7599
www.avidyne.com
IFD 440
Units/Weight (lb.)
Price
Outputs
Size or Form Factor
Power Required
VHF com; VOR-LOC-ILS;
GPS; SBAS-WAAS
1/6.6
$11,999
—
2.66 x 6.3 x 11.0
11-33 VDC
10W VHF Com
(16W option)
ARINC 419/429
2/16.9
$265,361*
ARINC 429/ASCB
4.9 x 7.6 x 13.1
28 VDC
or 115 VAC
ARINC 429
2/3.2
$355,992*
ARINC 429
6.5 x 6.4 6.4
28 VDC
ARINC 429 and discrete
I/O
2/3.2
$33, 334*
ARINC 429
2.5 x 5.0 x7.8
28 VDC
—
—
—
27.5 VDC
Single 2 MCU
rack/6.3 lb.
$38,022
15.98 x 2.33 x 7.75
28 VDC
Single 2 MCU
rack/6.3 lb.
$48,714
15.98 x 2.33 x 7.75
28 VC
ARINC 429
(complies with
ARINC 743A)
N/A
$32,576*
ARINC 429
2 MCU
Remarks
GPS receiver with WASS
(SBAS) capability, VOR/
ILS/LOC receiver, VHF
com
C34e, C36e, C40c,
C110a, C113, C118,
C146c, C147, C151b,
C157, C165, C169a
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Inputs
System Type
Laseref IV
Laser Gyro IRS
C4c, C5e, C6d
Laseref VI Micro IRS
Laser Gyro IRS
C4c, C5e, C6d, C129a
AH-1000 Attitude
Header Reference Unit
MEMS AHRS
C3e, C4c, C5f, C6e
(ETSO C3d, C4c, C5e,
C6e)
KTR 2280
Multi-Mode Digital Radio
ARINC 429 Interface
C37d, C38d, C40c,
C36e, C34e, C41d
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
NxtLink ICS-120A
Satcom Terminal
NxtLink ICS-220A
Satcom Terminal
GPS-4000S
GPS receiver w SBAS
(WAAS) capability
C145A Class Beta-3
ARINC 429; audio tip/
ring; audio 4 wire; RS232; Discretes: RF, USB;
mainenance port; remote
SIM and configuration
ARINC 429; audio tip/
ring; audio 4 wire; RS232; Discretes: RF, USB;
mainenance port; remote
SIM and configuration
71h Business & Commercial Aviation | May 2017
FMS/GPS/NAV/COM system.
Also designed as a drop-in
replacement for the GNS430
and 430W navigators but with a
larger display and touchscreen
interface. 16-channel GPS/
SBAS receiver with 1,000
user-defined waypoints/99
flight plans. Optional Bluetooth
and Wi-Fi capability $1,300.
Optional Forward-Looking Terrain
Alerting (FLTA), $1,300 ($2,000
for both). Optional certified
TAWS-B $7,995. Optional 16 W
VHF transceiver, $4,995 (28VDC
aircraft only).
All digital; 4 MCU, ARINC 704.
*BCA estimate.
Laseref VI Inertial Reference Unit
with updated microprocessor,
on-aircraft data load capability;
HIGH Step II software for 100%
available RNP. *BCA estimate.
AH-1000 is a Microelectromechanical System (MEMS) attitude
and heading reference system
(AHRS) designed to serve as the
AHRS for commercial aerospace
primary and secondary attitude
and heading systems. *BCA
estimate.
Functionality consists of a VHF
communication transceiver that
can monitor two frequencies
simultaneously, a VHF navigation
receiver and an ADF receiver is an
option enabled via software.
Dual-transceiver device that
combines a single channel of
global voice and 2400 bps data
service with a second Short Burst
Data (SBD) channel in a single
2MCU LRU. The system provides
the flight crew with an exclusive
global voice channel and a
dedicated data link channel to
support ACARS, FANS messaging,
ADS-C and CPDLC.
Three-transceiver unit combines
dual channels of global voice
and 2400 bps data service with
a third Short Burst Data (SBD)
channel in a single 2MCU LRU.
The system provides the flight
crew with an exclusive global
voice channel and a dedicated
data link channel to support
ACARS, FANS messaging, ADS-C
and CPDLC.
*BCA estimate.
28 VDC
www.bcadigital.com
AVIONICS
TRANSPONDERS
Manufacturer
ACSS, an L3
and Thales Company
19810 N. 7th Ave.
Phoenix. AZ 85027
(623) 445-7001
Fax: (623) 445-7000
www.acss.com
Model
Modes
Units/Weight (lb.)
Price
TSO
Power Output (W)
Size or Form Factor
Power Required
Mode S RCZ-852
TCAS/Mode S/Fit ID
control panel; RMU
(Primus II radios)
5.0
$78,409
C112
CTL92A/T/E
3.4 x 4.1 x 14.01
28 VDC
Mode S ATDL XS-950
TCAS/Mode
S/Fit ID control
panel;
CTL92A/T/E
1/11.5
$99,474
C112
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
(800) AVIDYNE
Fax: (781) 402-7599
Info @avidyne.com
www.avidyne.com
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
www.bcadigital.com
4 MCU
28 VDC
NTX-600
Mode S
TCAS/Mode S/Fit
ID; control panel;
RMU (Primus II
radios)
1/5.0
$51,418
C112d, C116b
115 VAC, 400 Hz or
28 VDC
3.4 x 4.1 14.01
NA
NXT-700
TCAS/Mode S/Fit
ID; conrol panel
5.5
$38,975
C112d, C166b
500w max, 250W
min
1/2 ATR Short
N/A
NXT-800
Mode S
TCAS/Mode S/Fit
ID; control panel
1/8.6 (AC); 7.8 lb. (DC)
$101,900
C112d, C166b
115 VAC, 400 Hz or
28 VDC
4 MCU
NA
AXP340
Mode A/C/S with
extended squitter;
ADS-B OUT
1/2.98
N/A
C166b, ETSO
2C112b, ETSO C166b
240
6.3 x 1.57 x 9.4
10 -33 VDC
AXP322
Remote-mounted
Mode A/C/S with
extended squitter;
TIS & ADS-B OUT
1/0.97
$2,999
ETSOC112b, ETSO
C166a, FAA TSO
C112c, C166b
250
2.68 x 1.90 x 6.30
10-33 VDC
GTX 327
A, C
1/3.1
$2,036
C74c Class 1A
200
6.25 x 1.65 x 8.73
11-33 VDC
GTX 330 ES
A, C, S, ES
1/4.2
$8,636
C112d Level 2ens
Class 1, C 166b
Class B1S
250
6.25 x 1.65 x 11.25
11-22 VDC
GTX 3000
A, C, S, ES
1/5.2
$24,226
C112d Level 2adens,
Class 1c, C166b
Class B1
250 minimum, 300
nominal
2.58 x 6.47 x 10.94
14-28 VDC
Remarks
Elementary and Enhanced Surveillance
(ELS/EHS) and DO 260 compliant.
Certified on many regional and business jets.
DO-260B and DO-181E compliant. Elementary and enhanced surveilance (ELLS/EHS).
DO-260B and DO-181E compliant. Elementary and Enhanced Surveillance (ELS/EHS).
Selected for the Bombardier Q400.
DO-2608 compliant; Elementary and Enhanced surveillance (ELS/EHS)
Panel-mounted Class 1 Mode S Level 2 datalink transponder, with 1090 MHz Extended
Squitter (ES). Meets requirements for Mode
S elementary surveillance transponders.
Slide-in replacement for existing KT76A/
KT78A transponders. Designed to upgrade
existing Mode A/C equipment to Mode S,
while adding additional functionality such
as direct-entry numeric keypad, pressure
altitude and GPS Lat/Long readout, Flight
ID entry, one-touch VFR code entry, a stopwatch timer/flight timer, and altitude alerter.
Supports the latest Version 2 1090 MHz
Automatic Dependent Surveillance Broadcast
(ADS-B) Extended Squitter (ADS-B out).
Remote-mounted Class 1 Mode S Level
2 data-link transponder, with 1090 MHz
Extended Squitter (ES). Meets requirements
for Mode S elementary surveillance transponders and supports legacy Traffic Information
Service (TIS). Supports the latest Version 2
1090 MHz Automatic Dependent Surveillance
Broadcast (ADS-B) Extended Squitter (ADS-B
out). Designed to work with Avidyne’s panelmounted IFD540 & IFD440 panel-mounted
FMS/GPS/NAV/COMs for display and control.
IFR-certified panel-mounted Mode C
transponder.
IFR-certified panel-mounted Mode C
transponder with ADS-B compliant ES
capability.
The GTX 3000 Mode S ES remote transponder features ADS-B OUT transmission and
TCAS II/ACAS II compatibility.
Business & Commercial Aviation | May 2017 71i
AVIONICS
TRANSPONDERS
Manufacturer
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Model
Modes
Units/Weight (lb.)
Price
TSO
Power Output (W)
Size or Form Factor
Power Required
GTX 335
A, C, S, ES
1/2.83
$2,995
TSO-C88b, TSOC112e Level 2es
Class 1
250
6.25 x 1.65 x 10.07
9-33V
GTX 335 w/GPS
A, C, S, ES
1/2.94
$3,795
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C145d
Class B2
250
6.25x 1.65 x 10.07
9-33V
GTX 335R
A, C, S, ES
1/2.5
$2,995
TSO-C88b, TSOC112e Level 2es
Class 1
250
6.25 x 1.65 x 10.07
9-33V
GTX 335R w/GPS
A, C, S, ES
1/2.6
$3,795
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C145d
Class B2
250
6.25 x 1.65 x 10.07
9-33V
GTX 345
A, C, S, ES
1/3.09
$4,995
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C154c
Class A1S, TSOC157a Class 1,
TSO-C166b Class
A1S/B1S, TSO-C195a
Class C1, C2, C3, C4
250
71j Business & Commercial Aviation | May 2017
6.25 x 1.65 x 10.07
9-33V
Remarks
IFR-certified 250W panel-mounted Mode
S transponder with ADS-B compliant ES
capability.
IFR-certified 250W panel-mounted Mode S
transponder with ADS-B compliant ES capability and built-in WAAS.
IFR-certified 250W remote-mounted Mode
S transponder with ADS-B compliant ES
capability.
IFR-certified 250W remote-mounted Mode
S transponder with ADS-B compliant ES
capability and built-in WAAS.
IFR-certified 250W panel-mounted Mode S
transponder with ADS-B compliant ES capability and ADS-B In benefits.
www.bcadigital.com
AVIONICS
TRANSPONDERS
Manufacturer
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Model
Modes
Units/Weight (lb.)
Price
TSO
Power Output (W)
Size or Form Factor
Power Required
GTX 345 w/GPS
A, C, S, ES
1/3.20
$5,795
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C145d
Class B2, TSOC154c Class A1S,
TSO-C157a Class 1,
TSO-C166b Class
A1S/B1S, TSO-C195a
Class C1, C2, C3, C4
250
6.25 x 1.65 x 10.07
9-33V
GTX 345R
A, C, S, ES
1/2.8
$4,995
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C154c
Class A1S, TSOC157a Class 1,
TSO-C166b Class
A1S/B1S, TSO-C195a
Class C1, C2, C3, C4
250
6.25 x 1.65 x 10.07
9-33V
GTX 345R w/GPS
A, C, S, ES
1/2.9
$5,795
TSO-C88b, TSOC112e Level 2es
Class 1, TSO-C145d
Class B2, TSOC154c Class A1S,
TSO-C157a Class 1,
TSO-C166b Class
A1S/B1S, TSO-C195a
Class C1, C2, C3, C4
250
6.25 x 1.65 x 10.07
9-33V
BendixKing
KT 74
NA
1/2.8
$3,278
ETSO C112d, ETSO
C166b, TSO C112d
and TSO C166b
240 W nominal; 125
W minimum
1.7 x 6.30 x 10.7
11 or 33 VDC
BendixKing
KT 76A
A, C
1/3.1
$2,265
C47c; Class 1B
250
6.25 x 1.6 x 10.0
14 or 28 VDC
BendixKing
KT 76C
A, C
1/3.1
$3,278
C47c
250
6.25 x 1.63 x 10.73
11-33 VDC
BendixKing
KT 73
A, C, S, TIS
1/3.6
$6,719
C112
200
6.25 x 1.63 x 10.82
10-32 VDC
BendixKing
MST 67A
A, C, S
2/8.5
$46,143
C37c/C38c
C74c; Class 3A
250-625
14.0 x 3.0 x 8.9
115 VAC; 400 Hz
Remarks
IFR-certified 250W panel-mounted Mode S
transponder with ADS-B compliant ES capability, built-in WAAS and ADS-B in benefits.
IFR-certified 250W remote-mounted Mode S
transponder with ADS-B compliant ES capability and ADS-B In benefits.
IFR-certified 250W remote-mounted Mode S
transponder with ADS-B compliant ES capability, built-in WAAS, and ADS-B In benefits.
Mode S ADS-B capable.
Automatic reply-light dimmer; system test;
remote ident capability adapter available.
Slide-in replacement for KT 76A. Programmable VFR code; remote ident capability;
gas-discharge digital display; pushbutton
code entry.
Mode S data link with TIS.
Meets European Elementary Surveillance
mandate (non-diversity).
Mode S diversity transponder.
www.bcadigital.comBusiness & Commercial Aviation | May 2016 71k
AVIONICS
TRANSPONDERS
Manufacturer
L-3 Aviation Products
5353 52nd St. SE
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 977-6898
www.L-3Lynx.com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Model
Modes
Units/Weight (lb.)
Price
TSO
Power Output (W)
Size or Form Factor
Power Required
Lynx NGT-9000
A, C, S. ADS-B
1/2.96
$5,495
C112d, C113a,
C145c, C147, C154c,
C157a, C166b,
C195a
25W
minimum/250W
maximum
1.8 x x 6.25
14 or 28 VDC
Lynx NGT-9000+
A, C, S. ADS-B
1/2.96
$9,555
C112d, C113a,
C145c, C147, C154c,
C157a, C166b,
C195a
25W
minimum/250W
maximum
1.8 x x 6.25
14 or 28 VDC
Lynx NGT-9000D
A, C, S, ADS-B
1/2.96
$6,915
C112d, C113a,
C145c, C147, C154c,
C157a, C166b,
C195a
25W
minimum/250W
maximum
1.8 x 6,25
14 or 28 VDC
Lynx NGT-9000D+
A, C, S, ADS-B
1/2.96
$10,935
C112d, C113a,
C145c, C147, C154c,
C157a, C166b,
C195a
25W
minimum/250W
maximum
1.8 x 6.25
14 or 28 VDC
Lynx NGT-9000R
A, C, S, ADS-B
1/2.96
$5,445
C112d, C113a,
C145c, C147, C154c,
C157a, C166b,
C195a
25W
minimum/250W
maximum
1.8 x 6.25
TDR-94D
S
2/8.5
$56,656
C112; Class 3A
250-625
4.9 x 3.3 x 12.5
28 VDC
71l Business & Commercial Aviation | May 2017
Remarks
Touchscreen ADS-B transponder and MFD
display. 1090ES (Mode s ES) ADS-B Out,
1090 MHz and 978 MHz (UAT) ADS-B In.
ADS-B traffic (1090 and 978 ADS-B, ADS-R
and TIS-B) and 978 FIS-B input. WiFi interface
module available for connectivity to PED
(iPad). Embedded rule compliant position
source (WAAS GPS). Embedded options
include Class B TAWS and ADS-B aural traffic
alerting for the verbal positioning of traffic
conflicts.
Same features as the NGT-9000, but with
the added feature of the L-3 NextGen Active
Traffic. Active traffic is embedded into the
same LRU, requiring no separate boxes.
Current SkyWatch owners can re-use existing
antenna.
Same features as NGT-9000 but with
Antenna Diversity for the top and bottom of
the aircraft.
Same features as NGT-9000, but with the
added feature of the L-3 NextGen Active Traffic and Antenna Diversity.
Remote version of the NGT-9000 that
integrates and is conrolled by newer aircraft
outfitted with glass panels.
Mode S transponder; DO-260B ADS-B Out
compliant. European Elementary and Enhanced Surveillance compliant. Compatible
with TCAS II Change 6.04, Change 7.0 and
Change 7.1 systems. TDR-94 transponder
also available for non-diversity applications.
Flight ID capable CTL-92E controller available
www.bcadigital.com
AVIONICS
WEATHER RADAR
Model
Manufacturer
TSO
Circuits
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
GWX 70
C63D
Class B and C
See remarks
GWX 70R
C63D
Class B and C
See remarks
GWX 70H
C63D
Class B and C
See remarks
www.bcadigital.com
Ranges
Power
Output
(Peak KW)
Selectable: 2.5,
5, 10, 20,
40, 60,
80, 100,
120, 160,
240, and
320 nm
(HSDB
interface)
2.5, 5,
10, 20,
40, 80,
160 and
320 nm
(ARINC
interface)
Scan
Stablztn.
Dish Size
& Beam Pulse Width Stabl. Sig.
Width
(in./deg.) Looks/Min.
Ant. Tilt
20, 40,
60, 90, or
120 (HSDB
interface);
20 or 120
(ARINC
interface)
10/9.0
12/7.8
18/5.6
40 W
nominal
Selectable: 2.5,
5, 10, 20,
40, 60,
80, 100,
120, 160,
240, and
320 nm
(HSDB
interface)
2.5, 5,
10, 20,
40, 80,
160 and
320 nm
(ARINC
interface)
10/9.0
12/7.8
18/5.6
40 W
nominal
10/9.0
12/7.8
18/5.6
±30°
1.6, 3.2,
6.4 or 13.6
2 (Range
20 nm or
below)
9 (Range
20 nm or
above)
Price
Colors
Indicator
Size
RT. Size
Power
NA
10 in. 9.3
12-in. 9.5
18-in. 11.0
$21,995
NA
8.0 x
9.69
x 7.08
(10 in.
& 12
in.)
8.78 x
10.06
14-28
VDC
2.5A
@28V
Remarks
—
20, 40,
60, 90, or
120 (HSDB
interface);
20 or 120
(ARINC
interface)
20, 40,
60, 90, or
120 (HSDB
interface);
20 or 120
(ARINC
interface)
Units/
Weight
HSDB
ARINC
429/453
±15°
1.6, 3.2,
6.4 or 13.6
Scope
(dia./in.)
±30°
12 (Range
20 nm or
below)
9 (Range
20 nm or
above)
12 (Range
20 nm or
below)
9 (Range
20 nm or
above)
40
Wnominal
Selectable: 2.5,
5, 10, 20,
40, 60,
80, 100,
120, 160,
240, and
320 nm
(HSDB
interface)
2.5, 5,
10, 20,
40, 80,
160 and
320 nm
(ARINC
interface)
1.6, 3.2,
6.4 or 13.6
Display
Interface
4
HSDB
ARINC
429/453
NA
10 in. 9.3
12-in. 9.5
18-in. 11.0
NA
8.0 x
9.69
x 7.08
(10 in.
& 12
in.)
—
±15°
4
Designed for use in a
variety of aircraft.
Available antenna
sizes include 10,
12, and 18 in.
$21,995 Circuits: horizontal
and vertical scan;
tile, bearing, sector
san, gain, stabilization, ex attenuated
color highlight, alt.
compensated tile
and ground clutter
suppression control;
4-28 VDC turbulence detec2.5A
tion.
@28V
±30°
HSDB
ARINC
429/453
NA
10 in. 9.3
12-in. 9.5
18-in. 11.0
$31,995
—
±15°
4
NA
8.0 x
9.69
x 7.08
(10 in.
& 12
in.)
8.78 x
10.06
x 9.93
(18 in.)
Designed for use in
a variety of aircraft.
Available antenna sizes
include 10, 12, and 18
in. Circuits: horizontal
and vertical scan; tile,
bearing, sector san,
gain, stabilization, ex
attenuated color highlight, alt. compensated
tile and ground clutter
suppression control;
turbulence detection.
4-28 VDC
2.5A
@28V
The helicopteroptimized GWX 70H
combines range and
adjustable scanning
profiles with precision target definition
for real-time weather
analysis in the
cockpit. The GWX
70H offers horizontal
scan angles of up to
120 deg. and pilotadjustable
sector scanning from
20 deg.to 120 deg.
Circuits: ; tile, bearing,
sector san, gain, stabilization, ex attenuated
color highlight,
alt. compensated
tile and ground clutter
suppression control;
turbulence detection.
Business & Commercial Aviation | May 2017 71m
AVIONICS
WEATHER RADAR
Model
Manufacturer
TSO
Circuits
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Ranges
Power
Output
(Peak KW)
BendixKing
ADR 2000
Scan
Stablztn.
Dish Size
& Beam Pulse Width Stabl. Sig.
Width
(in./deg.) Looks/Min.
Ant. Tilt
90° or
100°
10, 20,
40, 80,
160
C63c
10/10
12/8
15
Vertical profile, ext.
STC, tgt., wx alert,
atten., comp., variable
gain-map mode
4
BendixKing
RDR 2100
5, 10, 20,
40, 80,
160, 240,
320
C63c
12/8
10/10
Vertical profile;
extended STC; wx
attenuation compensation; variable
gain in map mode;
wx alert; autotilt
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Primus 660
C83c
2.5, 5, 10,
25, 50,
100, 200,
300
10
Primus 880
2.5, 5, 10,
25, 50,
100, 200,
300
12/7.9
18/5.6
12/7.9
18/5.6
24/4
Doppler turb. detec.,
compensated, tilt,
REACT, GMAP target
alert, preset & variable gain
10
Primus 700A
1
C63c
⁄2, 1, 2.5,
5, 10, 25,
50, 100,
200, 300
REACT; ground &
sea clutter red.;
turb. detect-preset
& variable gain
Primus 701A
10
1
⁄2, 1, 2.5,
5, 10, 25,
50, 100,
200, 300
C63c, C102
REACT; ground clutter
reduction; turbulence
detect-preset & variable gain
10/10,
12/7.9,
10 x 14/
10 x 7.1,
18/5.6,
24/4
10/10,
12/7.9,
10 x 14/
10 x 7.1,
18/5.6,
24/4
±15°
90°, 100°,
120°
±30°
pitch & roll
range
dependent
20/220
mv/deg.
ARINC
429
15
±15°
60° or
120°
±30°
2
50 or 200
mv/deg. or
ARINC 429
12/24
±15°
60° or
120°
±30°
2
50 or 200
mv/deg. or
ARINC 429
12/24
±15°
60° or
120°
±30
6
50 or 200
mv/deg. or
ARINC 429
12/24
±15°
60° or
120°
±30°
50 or 200
mv/deg. or
ARINC 429
10
71n Business & Commercial Aviation | May 2017
12/24
Units/
Weight
Price
Colors
Indicator
Size
RT. Size
Power
KMD 850
EFIS
N/A
1/9.9
$20,799
4
N/A
10.28
dia.
28 VDC;
10, 26,
115 VAC,
400 Hz
KMD 850
EFIS
N/A
1/9.9
$21,181
5
N/A
10.28
dia.
28 VDC;
10, 26,
115 VAC,
400 Hz
ARINC
453/708
checklist,
data nav,
EFIS, MFD,
LSZ-860
4
2/15.8
$99,531
4
4.81 x
6.25 x
12.24
5.0 x
7.6 x
15.0
ARINC
453/708
checklist,
data nav,
EFIS, MFD,
LSZ-860
5
2/15.8
5
4.8 x 6.25
x 12.24
Remarks
mv/det.
ARINC
429
6
Scope
(dia./in.)
20-220
6.0
REACT; GMAP
target alert, preset
& variable gain
C63c
4
30°
Display
Interface
±15°
Vertical profile feature:
scans horizontally or
vertically on track line
selected by pilot. Alphanumeric display of range,
function and tilt angle.
Vertical profile feature:
scans horizontally or
vertically on track line
selected by pilot; Alphanumeric display of range,
function and tilt angle.
KMD 850 MFD, $13,440.
Single receiver/transmitter/antenna pedestal.
28 VDC
$139,101
Single receiver/transmitter/antenna pedestal.
5.0 x
7.6 x
15.0
28 VDC
ARINC
429/708
checklist,
data nav,
EFIS,
lightning
sensor
LSZ-860
5
4/37
5
4.81 x
6.25 x
12.24
5.0 x
7.6 x
15.0
28 VDC;
400 Hz
ARINC
429/709
checklist,
data nav,
EFIS,
lightning
sensor
5
4/39
$125,254
6
4.81 x
6.25 x
12.24
5.0 x
7.6 x
15.0
28 VDC;
115 VAC,
400 Hz
$119,703
Short-range and highresolution system for
special search and
surveillance missions,
displayed menus. Minimum detect range at 450
ft. Allows full dual-mode
operation for pilot and
copilot. Price reflects
receiver/transmitter and
pedestal.
Short-range and highresolution system for
special search and
surveillance missions,
displayed menus and AC
90-80A specified clear
zones. Allows full dualmode operation for pilot
and copilot. Price reflects
receiver/transmitter and
pedestal.
www.bcadigital.com
AVIONICS
WEATHER RADAR
Model
Manufacturer
TSO
Circuits
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Ranges
Power
Output
(Peak KW)
Scan
Stablztn.
Dish Size
& Beam Pulse Width Stabl. Sig.
Width
(in./deg.) Looks/Min.
Ant. Tilt
Display
Interface
Scope
(dia./in.)
Units/
Weight
Price
Colors
Indicator
Size
RT. Size
Power
N/A
RP-1
- 10.5
TR-1
- 5.1
Antenna+
Drive:
30 in.
- 32.0
24 in.
24.0
18 in.
20.8
RP
Size: 3
MCU
IntuVue radar
with volumetric
buffer processing,
automatic ground
return elimination,
automatic weather
mode, altitude-based
manual wx mode,
28 VDC or
REACT, predictive
115 VAC
400 Hz
windshear, turbu(depending lence and optional
on part
hail and lightning
number)
prediction.
N/A
1/15.1
$180,976
IntuVue 3D weather
radar RDR 4000
5 to 320
nm
30/3.2;
24/4.2;
18/5.6
TSO C63c
40W Peak
ARINC 453
Up to 90
deg/sec 1
to 275 sec
uncompressed 1
to 12 compressed
(Non-Linear
FM)
ARINC 429
±60°
stabilized
to ±30
degrees in
Pitch/Roll,
Tilt adjustment is
±15° tilt
4
See remarks
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
RTA-4112
5-320 nm
ARINC
708A
Remarks
Price BCA estimate.
12/7.4
C63c
—
38-75 W
RTS-4114
3.4455usec
—
—
—
±60°
stabilized
to ±30
degrees in
Pitch/Roll,
Tilt adjustment is
±15° tilt
5-320 nm
14/6.7
C63c
—
38-75 W
RTA-4118
5-320 nm
C63c
3.4455usec
—
13
—
3.4355usec
38-75 W
4
­—
12 in.
Typical 60
W; Max
80 W
ARINC
708A
N/A
1/15.4
$184,150
Price BCA estimate.
4
±60°
18/5.2
stabilized
to ±30
degrees in
Pitch/Roll,
Tilt adjustment is
±15° tilt
varies by
indicator
14.0
ARINC
708A
RTA-4218
±60° WX
modes and
±45° in
PWS
5-320 nm
18/5.2
C63d
38-75 W
3.4355usec in
WX modes
and 2.113.43usec
in PWS
stabilized
to ±30
degrees in
Pitch/Roll,
Tilt adjustment is
±15° tilt
N/A
1/17.0
—
ARINC
708A
Typical
60 Watts
Max
80 W
Price BCA estimate
$198,000
—
4
80 W avg.
$188,000
--
www.bcadigital.com
Call dealer
Price BCA estimate
18 in
Typical
60 W
Max 80 W
Business & Commercial Aviation | May 2017 71o
AVIONICS
RADAR ALTIMETERS
Manufacturer
FreeFlight Systems
3700 Interstate 35 S.
Waco, TX 76706
(254) 662-0000
Fax: (254) 662-9450
www.freeflightsystems.com
Model
Alt. Range
TSO
Pitch/Roll Limits
RA-4000 and
RA-4500
-20-2,500 ft.
Accuracy
Display
Units/
Weight (lb.)
Price
Power Required
N/A
C87
±20°/±30°
0 to 100 ft. ±3%.
100 to 500 ft. ±3%
500 to 2,000 ft.
±5%
RAD-40
Radar Altimeter
display compatible with the
RA-4000 and
RA-4500
1/2.37
28 VDC
FRA-5500
-20-2,500 ft.
N/A
0 to 100 ft. ±3%.
100 to 500 ft. ±3%
500 to 2,000 ft.
±5%
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
RAD-40
Radar Altimeter
display compatible with the
RA-4000 and
RA-4500
1/2.37
C87
0 - 2,500 ft.
28 VDC
GRA 55
-20 - 2,550 ft.
AGL
±1.5 ft. (3 - 100
ft. AGL)
±2% (>100 - 2,500
Ft. AGL)
GI 205 and/or
GIFD
1/3.5
$6,300
C87a
Funcational
Class A
ETSO-2C87
Functional Category B/L/C
(A1)/A
±20°/±30°
—
—
3.02 x 3.99
x 11.62
14-28 VDC
13.75 W max
GRA 5500
-20 - 2,550 ft.
AGL
±1.5 ft. (3 - 100
ft. AGL)
±2% (>100 - 2,500
Ft. AGL)
GI 205 and/or
GIFD
1/3.5
$13,3000
C87a
Funcational
Class A
ETSO-2C87
Functional Category B/L/C
(A1)/A
±20°/±30°
—
—
3.02 x 3.99
x 11.62
14-28 VDC
13.75 W max
71p Business & Commercial Aviation | May 2017
Remarks
RA-4000 provides RS 485/422
and RS 232C outputs; RA4500 provides ARINC 429, RS
485/422 and RS 232 outputs.
Two-year warranty. Optional night
vision goggle (NVG) compatible
display and round faceplate
adapter for display. Optional 1/2
ATI (TSO’d) RAD-40 indicator,
$3,055; when purchased with
RA-4000, $11,190. RAD-40/RA
4500 w/installation kit, $12,699.
Provides compliance for FAR
Part 29 operators who need to
satisfy the Feb. 21, 2014 Final
Rule (RIN 2120-AJ53) requiring
installation of radar altimeters.
Inegrates with electronic flight
information systems (EFIC, flight
director(s), and integrated flight
decks via available RS-232 or
ARINC 429. Options include the
night-vision compatible RAD-40
panel-mounted diisplay for
altitude pre-select and altimeter
readout, and FTG-410 Tone
Generator audio alert calls for
flight crew attention to critical
altitudes and other aircraft
conditions.
All-digital design. Developed for
use in hleicopters and general
aviation aircraft.
All-digital design. Developed
for helicopter, business jet,
transport category and general
aviation applications. Can integrate with Class A TAWS, TCAS II
or CAT II ILS avionics.
www.bcadigital.com
AVIONICS
RADAR ALTIMETERS
Manufacturer
Honeywell Aerospace
1944 East Sky Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Model
Alt. Range
TSO
Pitch/Roll Limits
AA-300 Radio
Altimeter
System
0-2,500 ft.
Display
Units/
Weight (lb.)
Price
Power Required
N/A
4.56 x 4.09
x 11.07
RT300
C-87, RTCA
DO-160A
N/A
21.32 VDC,
0.7 amp max
Radar
Altimeter
KRA 405B
0-2,500 ft.
N/A
N/A
ALT-1000
0-2,500 ft
C87
±40°/±50°
ALT-4000
0-2,500 ft.
C87
±40°/±50°
Remarks
N/A
N/A
C87/ETSO2C87
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
Accuracy
±2 ft (0.61 m)
below 100 ft., ±3%
at 100 ft. to 500
ft., and ±5% at 500
to 2,500 ft.
KNI 415 /
416 5V or 28V
Black or Gray
28V Black
Night Vision
3.0 x 3.5 x
11.0
±2 ft or 2%
Analog only
outputs*
2/6.8
±2 ft or 2%
EFIS
(analog version
available)
2/6.8
27.5 VDC
Internal 2,500 ft. capability for
use with ground proximity systems. Used with KNI-415 or KNI416 indicators. Used with two KA54 or KA-54A antennas. Provides
analog and ARINC 429 outputs
for increased interface capability
including GPWS, TCAS, autopilot.
Option available with ARINC 552
auxiliary output (-0202 version)
Option available that can accept
DH input from EFIS or KNI-415
or KNI-416 indicator to generate
audio signal (-0202 version).
*Requires separate converter
for use with ARINC 429 systems.
$17,988
28 VDC
$30,728
28 VDC
Pilot Activated Self Test (PAST)
input available to verify system
operation.
Interfaces to EFIS high-intensity
monitor for Cat II/III certification.
Includes two ANT-52 antennas.
THUNDERSTORM DETECTION SYSTEMS
Manufacturer
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01733
(781) 402-7400
Fax: (781) 402-7599
www.avidyne.com
info@avidyne.com
L3 Aviation Products
5353 52nd St. SE
Grand Rapids, MI 45912
(616) 949-6600
Fax: (616) 285-4224
www.L3aviationproducts.com
Model
Search Arc
TSO
Max Range
TWX670
N/A
C110
200 nm
WX-500
pilot-selectable
120° & 360°
Information
Display
Display Size
Price
Units/Weight
Power Required
lightning strikes
are displayed with
range bearing and
intensity (color).
TWXCell mode
highlights the most
intense regions
of thunderstorm
activity, presenting
a visually contoured
color display with
dynamic sectors.
see Avidyne
MHD300, EX600,
EX5000, R9,
IFD540, IFD440
specifications.
TXW670 has 7
RS 323 ports and
is compatible
for monochrome
strikes on many
legacy RS232capable lightning
displays.
graphical depiction
of real-time lightning
information in cell or
strike modes
$11,990
16-35 VDC
see remarks
2.5
$6,656*
Processor:
5.6 x 2.2 12.0
11-32 VDC
depends on EFIS
system
$19,113*
C110a
200 nm
WX-1000E
(429 EFIS)
360°
C110a
200 nm
1/6.67
10-32 VDC
WX-1000E
(429 Navaid)
360°
3 ATI
$19,509
2/10.95
10-32 VDC
—
—
C110a
www.bcadigital.com
200 nm
Remarks
Third-generation lightning detection system with digital signal processing and
noise immunity. Shows lightning from 0
nm - 200 nm including critical
0 nm - 25 nm range for addded tactical
benefit. Eliminates radial spread associated with older technology systems.
Exclusive TWXCell display provides a
dynamic map of the lightning discharge
rate and density.
Remote-mount sensor interfaces
with MFDs for graphical depiction of
real-time lightning information Features
360° and 120° views, selectable
ranges of 25-200 nm, input for heading
stabilzation and options for cell or
strike mode data selection. Interfaces
to MFDs via RS-422. A separate radar
graphics computer (Model RGC-350) is
needed for display on dedicated radar
indicators. *Processor only.
Provides output on EFIS display or radar
indicator when paired with RGC35C
(sold separately); includes three levels
of activity, bearing and distance; optional displays for checklists. *Processor
only. Price BCA estimate.
ARINC 429 interface allows simultaneous display of thunderstorn info and
course line to waypoints. Presentation
of six user-selectable nav items. Course
deviation indicator display. Consult
manufacturer for approved interfaces.
Business & Commercial Aviation | May 2017 71q
AVIONICS
INTEGRATED FLIGHT CONTROL SYSTEMS
Air Data
Manufacturer
Model
Attitude Sensors
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
(800) AVIDYNE
Fax: (781) 402-7599
www.avidyne.com
info@avidyne.com
DFC 90
DFC 100
Genesys Aerosystems
One S-TEC Way, Municipal
Airport
Mineral Wells, TX 76067
(817) 215-7600
genesys-aerosystems.com
IntelliFlight
DFCS
digital ADHARS
from Avidyne Entegra PFD or Aspen
EFD1000 Pro
digital ADAHRS
from Avidyne
Entegra Release
9 PDF
digital
ADAHARS
Autopilot
Flight
Director
Power
Weight
Price
AP Only
AP Only
IFCS
IFCS
1/2.02
combined
combined
Magic
EFIS
N/A
28
VDC
28
VDC
14 or
28
VDC
NA
1/2.02
NA
See
remarks
$9,995 piston
singles
$14,995
twins and
turbine-powered aircraft
2.6 lb. /N/A
NA/NA
An RVSM-compatible system offers full
capabilities of a top-tier DFCS designed
for high-performance jets and turboprops. Straight and level button provides
fast recovery from unusual attitudes
with an annunciated alert. GPS Steering
(GPSS) mode integrates the autopilot
with the aircraft’s GPS NAV receiver
during precision approaches/missed
approaches. Features include heading
preselect and hold; PFD integration;
altitude preselect and hold w/autotrim;
digital vertical speed command; course
intercept capability; dual mode - HDG/
NAV and HDG/APR, VOR/LOC/GS/REV/
GPS course; NAV flag warnings; control
wheel steering; GPS steering (GPSS);
envelope protection and alerting; autopilot mode annunciations; voice annunciations; all-axis trim control and more.
varies by
installation
varies by
installation
varies by
installation
varies by
version
varies by
installation
varies by
version
N/A
S-TEC 5000
Digital
Autopilot
28
VDC
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
N/A
N/A
GDC 74 (B) DADC
combined
28
VDC
GFC 700
GRS 77, GRS 7800
micro DADC
IC-600
digital AHRS or IRS
combined
Primus 1000
(in remarks)
28
VDC
71r Business & Commercial Aviation | May 2017
Attitude-based digital autopilot includes
Straight & Level button, Envelope
Protection, and full-time Envelope Alerting. DFC100 interfaces with Entegra
Release 9 Integrated Flight Deck as
a slide-in replacement for STEC55X,
using existing servos. Certified in Cirrus
SR20/22 and Piper Matrix & Mirage
with Entegra R9. Price is $9,995 for
piston singles and $14,995 for twins
and turbine-powered aircraft.
See
remarks
14.5
N/A
C198, ETSOC9c, ETSOC52b, RTCA
DO-160G,
RTCA DO-178B
Level A
Attitude-based digital autopilot interfaces with Entegra PFD or Aspen EFD Pro.
Is slide-in replacement for STEC55X,
using existing servos. STEC30/50/602/65 series autopilots may also be
replaced by a DFC90. Currently certified
in Cirrus, Beech Bonanza Series and
Cessna 182 series. Price is $9,995 for
piston singles and $14,995 for twins
and turbine-powered aircraft.
Designed for piston twins, turbine twins,
and light jets. Features include Indicated
air speed (IAS) hold; control wheel
steering (CWS); GPS steering; heading
preselect and hold PFD integration;
altitude preselect and hold w/autotrim;
digital vertical speed command.
Formerly Cobham (S-TEC)
N/A
Remarks
Digital, dual-channel fail-passive system
for Cessna Mustang, Caravan, C-172,
-182, -206, -350, -400, CJ525, C680
and C750; Cirrus SR20 and SR22;
Diamond DA40 and DA42; Embraer
Phenom 100 and 300; HBC G36 and
G58; Learjet 40/45 and 70/75; Mooney
M20R and M20S; Piper Seminole,
Seneca, Matrix, Mirage and Meridian;
Socata TBM 850; HondaJet.
Digital fail-passive system. CAT IIcapable; ARINC 429 interfaces, two-,
three-, four- or five-tube, 8 in. x 7 in.
EFIS. Bombardier Learjet 40, 45 and
45XR; Embraer ERJ-135, 140 and 145;
Cessna Bravo, Encore, Excel and Ultra.
www.bcadigital.com
AVIONICS
INTEGRATED FLIGHT CONTROL SYSTEMS
Air Data
Manufacturer
Honeywell Aerospace
1944 East Sky
Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Autopilot
Model
Power
Primus 1000
CDS
Flight Director
IFCS
IFCS
micro DADC
IC-600
varies by
installation
varies by
version
digital AHRS or IRS
combined
varies by
installation
varies by
version
micro DADC
IC-615
varies by
installation
varies by
installation
28
VDC
28
VDC
digital AHARS
combined
varies by
installation
varies by
installation
micro DADC
IC-800
varies by
installation
varies by
version
varies by
installation
varies by
version
varies by
installation
varies by
installation
28
VDC
Primus 2000
Primus Epic
CDS
digital AHRS or IRS
combined
micro DADC
FZ-800
28
VDC
digital AHRS or IRS
combined
varies by
installation
varies by
installation
air data module and
micro IRS
integrated
modular
avionics unit
varies by
installation
varies by
installation
varies by
installation
varies by
installation
varies by
installation
varies by
installation
varies by
installation
see remarks
varies by
installation
varies by
installation
50.6
*
varies by
installation
varies by
installation
varies by
installation
*
28
VDC
Primus Epic
air data module and
micro IRS
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
www.rockwellcollins.com
APS 4000
ADC-3000/3010
AHC-3000/4000
integrated
­—
—
AHC-3000
APS-65
28
VDC
APS-65
remote vertical gyro
or dual AHRS
EFIS-84
(two tube)
ADS-86
APS-85
APS-85
dual AHRS
AHC-3000
www.bcadigital.com
Price
AP Only
Attitude Sensors
Primus 1000
(in remarks)
Weight
AP Only
EFIS-85
(three tube)
28
VDC
28
VDC,
115
VAC,
400
Hz
Remarks
Digital fail-passive system. CAT IIcapable; ARINC 429 interfaces, two-,
three-, four- or five-tube, 8 in. x 7 in.
EFIS. Bombardier Learjet 40, 45 and
45XR; Embraer ERJ-135, 140 and 145;
Cessna Bravo, Encore, Excel and Ultra.
Digital fail-passive system.
CAT II-capable; ARINC 429 interfaces;
two- to five-tube 10 in. x 8 in. LCD EFIS.
Cessna Citation XLS.
Digital, dual-channel fail-passive system.
CAT II-capable w/optional auto-throttle,
dual-sensor monitoring; five- or six-tube
8 in. x 7 in. CRT EFIS. Global Express
and Global 5000; Cessna Citation X;
Dassault Falcon 900EX/C.
Digital fail-passive system. CAT IIcapable, ARINC 429 interfaces. Two-,
three-, four- or five-tube 10 in. x 8 in.
EFIS. SyberJet SJ30-2.
Integrates all traditional avionics into
modular avionics unit. Digital, dualchannel; fail operational system. CAT
II-capable w/optional auto-throttle and
envelope protection. Includes two- to
five-tube 10 in. x 8 in. LCD EFIS or four
13 in. LCDs. Agusta/Bell AB139; Citation Sovereign; Dassault Falcon 900EX,
2000EX and 7X; Embraer 170, 175,
190 and 195; Gulfstream G350, G450,
G500 and G550; Hawker 4000.
Available only as part of integrated Pro
Line 21 system. Built-in diagnostics,
dual channel, fail-passive, digital CAT-II
certificated autopilot and flight director.
Built-in diagnostics; digital Cat II
certificated autopilot. Optional EFIS
and AHRS. STC kit installer fabricated.
Compatible with EFIS-84. *Typical configuration, $155,976.
Available only as full, dual-channel,
fail-passive, digital system; digital Cat
II autopilot, 4- or 5-tube EFIS optional;
ARINC 429 IRS interface available;
includes yaw damper; extensive built-in
diagnostics. STC kit installer fabricated.
Compatible with EFIS-84. *Typical configuration, $290,388.
Business & Commercial Aviation | May 2017 71s
AVIONICS
COLLISION AVOIDANCE SYSTEMS
Manufacturer
ACSS an L3
& Thales Company
19810 N. 7th Ave.
Phoenix, AZ 85023
(623) 445-7000
Fax: (623) 445-7001
www.acss.com
Model
TSO
Display Interface Options
TAWS+
Processor Size
Weight (lb.)
2 MCU
MFD, EFIS,
weather wadar wisplay
C151B Class A,
C129b2
C119b
—
TCAS 3000SP
4 MCU - 13.85
6 MCU - 16.08
MFD, EFIS,
weather radar display
C119b
$245,367
Change 7.1 compliant. Standard positions on
many regional and business jets. Bombardier,
Cessna, Dassault, Embraer, Gulfstream,
Hawker Beechcraft. (SFE selectable on all
Airbus and Boeing aircraft.)
$254,271
Change 7.1 compliant. Flexible to add certified
ADS-B in applications combined with TCAS.
$343,058
Combined TCAS and TAWS in one box. Change
7.1 compliant. ADS-B IN/Out capable. Certified on Airbus A320 family.
$9,749
Detects and interrogates other aircraft
transponders within range, displaying the
surrounding traffic on a host of compatible
display systems and provides audible and
visual alerts in the event of a potential traffic
conflict. Provides 30-second decision time
at a closure rate of up to 1,200 kt. Head-Up
Audible Position Alerting verbally indicates
the conflicting aircraft’s bearing, range and
relative altitude for rapid visual acquisition of
traffic. Includes Patented directional top and
bottom antennas. Recommended for entrylevel, single-engine piston aircraft. Features
a 7-nm range, 3,500 ft. vertical separation
maximum and 18,500-ft. service ceiling.
$10,999
Recommended for mid-performance aircraft
and helicopters. Features 13-nm range,
5,500-ft. vertical separation maximum and a
55,000-ft. service ceiling. Accepts ARINC 429
heading input, permitting rapid respositioning
of targets during high-rate turns. VeriTAS
correlates active-surveillance targets along
with 1090 MHz ADS-B IN targets and provides
ADS-B collision avoidance logic.
$14,990
Recommended for high-performance aircraft
and helicopters, the TAS615 features 17-nm
range, 10,000-ft. vertical separation maximum and 55,000-ft. service ceiling. Accepts
ARINC 429 heading, permitting rapid repositions of targets during high-rate turns. VeriTAS
correlates active-surveillance targets along
with 1090 MHz ADS-B IN targets and provides
ADS-B collision avoidance logic.
$20,990
Features 21-nm range, a 10,000-ft. vertical
separation maximum and a 55,000-ft. service
ceiling. Accepts ARINC 429 heading inut, permitting rapid repositioning of targets during
high-rate turns.VeriTAS correlates activesurveillance targets along with 1090 MHz
ADS-B IN targets and provides ADS-B collision
avoidance logic.
—
T2CAS
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01773
(800) 284-3963
Fax: (614) 885-8307
www.avidyne.com
Terrain Advisory Line and Avoid Terrain
features. With GPS version alerts based on
aircraft climb capability.
4 MCU - 14.7
6 MCU - 15.8
MFD, EFIS,
VSI/TCAS display
Remarks
$149,593
7.5
TCAS 2000
RT-950/951
C119b, C151b Class
A, C129b2
Price
MFD, EFIS,
weather radar display,
VSI/TCAS display
6 MCU - 15.8
—
TAS600
7.25 x 11.67 x 3.10
MFD, EFIS, weather displays,
GPS map displays
C-147
8.71 (includes processor, dual antennas and
coupler)
TAS605A
7.25 x 11.67 x 3.10
MFD, EFIS, weather displays,
GPS map displays
C-147
8.71 (includes processor, dual antennas and
coupler)
TAS615A
7.25 x 11.67 x 3.10
MFD, EFIS, weather displays,
GPS map displays
C-147
8.71 (includes
processor, dual
antennas and coupler)
TAS620A
7.25 x 11.67 x 3.10
MFD, EFIS, weather displays,
GPS map displays
C-147
71t Business & Commercial Aviation | May 2017
8.71 (includes
processor, dual
antennas and coupler)
www.bcadigital.com
AVIONICS
COLLISION AVOIDANCE SYSTEMS
Manufacturer
Garmin
1200 E. 151st. St.
Olathe, KS 66062
(800)800-1020
(800)357-8200
Fax: (913) 397-8282
www.garmin.com
Model
TSO
TAWS-B
C151
ETSO-C151
Display Interface Options
GNS 400(W) series,
500(W) series
GTN 600 series,
GTN 700 series
G600,
G900X, G950, G1000,
G1000 NXi
G2000, G3000, G5000
TAWS-A
C151
ETSO-C151
GTS 800
C147 Class A
ETSO C147 Class A
C166b
GTS 825
C147 Class A
ETSO C147 Class A
C166b
ETSO C166b
GTS 855
C118 ETSO C118
C166b ETSO 166b
GTS 8000
C119c ETSO C119c
C116b ETSO C166b
wwwbcadigital.com
Weight (lb.)
Price
Remarks
—
varies with
installation
—
—
GTN 600/700 series,
G900X, G950, G1000,
G2000, G3000, G5000
HTAWS
C194
ETSO-C194
Processor Size
varies with
installation
—
N/A
GNS 400 (W) series,
GNS 500 (W) series, GTN
600/700 series, G1000H,
G5000H
varies with
installation
N/A
GNS 400(W) series,
500(W) series,
GTN 600 series,
GTN 700 series
GNS 480, GMX 200
G500, G600
G900X, G950, G1000(H),
G1000 NXi
G2000, G3000, G5000(H)
Third-party controller and
display
2.66 x 6.25 x 14.78
GNS 400(W) series, 500(W)
series
GTN 600 series, GTN 700
series
GNS 480, GMX 200
G500, G600
G900X, G950, G1000(H),
G1000 NXi
G2000, G3000, G5000(H)
Third-party controller and
display
6.2 x 3.0 x 12.1
GNS 400(W) series, 500(W)
series
GTN 600 series, GTN 700
series
GNS 480, GMX 200
G500, G600
G900X, G950, G1000(H),
G1000 NXi
G2000, G3000, G5000(H)
Third-party controller and
display
3.42 x 6.25 x 14.78
GNS 400(W) series,
500(W) series
GTN 600 series,
GTN 700 series
G900X, G950, G1000(H),
G1000 NXi
G2000, G3000, G5000(H)
Third-party controller and
display
Available as an option on GTN series
touchscreen avionics, as well as legacy GNS
430W/530W navigators, HTAWS (Helicopter
Terrain Awareness and Warning System)
offers “forward looking” terrain and obstacle
avoidance (FLTA) capability to alert in advance
where potential hazards may exist.
$9,995
TAS traffic surveillance system able to track
up to 45 targets up to a 22-nm interrogation
range
$19,995
Affordable TAS Traffic survelliance system
able to track up to 75 targets up to a 40-nm
interrogation range.
1/8.92
1/11.3
$$24,995
1/11.3
TCAS I collision avoidance system able to
track up to 75 targets within an 80-nm forward interrogation range
TCAS II Change 7.1 system, includes GTS
8000 TCAS processor and two GTX 3000
TCAS transponder.
3.42 x 6.25 x 14.78
$89,995
1/11.3
Business & Commercial Aviation | May 2017 71u
AVIONICS
COLLISION AVOIDANCE SYSTEMS
Manufacturer
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd.
NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Model
TSO
BendixKing
KGP 560
C151
Class B
BendixKing
KGP 860
C151
Class B
Mark XXI
C118
Class B
BendixKing
KTA 870
C147
KTA 970
C118
BendixKing
KMH 880
C147, C151, Class B
BendixKing
KMH 980
C118, C151
Class B
CAS 66A System
C118
CAS 67A System
C118
CAS 67B System
CAS-100 System
C119c
C119c
EGPWS MK V-A
Display Interface Options
KMD 550 MFD,
KMD 850 MFD
and most MFDs
KMD 550 MFD,
KMD 850 MFD
and most MFDs
KMD 550 MFD,
KMD 850 MFD
and most MFDs
KMD 550 MFD,
KMD 850 MFD
and most MFDs
dual-color, flat-panel LCD
combined IVSI/TA display,
KMD 550,
EFIS, KMD 850 or
weather radar
KMD 550 MFD,
KMD 850 MFD
and most MFDs
KMD 550 MFD,
KMD 850 MFD
and most MFDs
dual-color, flat-panel LCD
combined IVSI/TA/RA
display KTA 870, KMH 880,
EFIS or weather radar
CAS-67A systems includes
one TPU-67A ; TCAS Antenna; Mode S Transponder;
TA/RA/VSI IVA 81D
CAS-67A systems includes
one TPU-67A ; TCAS Antenna; Mode S Transponder;
TA/RA/VSI IVA 81D
Dual-color, flat-panel LCD
combined IVSI/TA/RA display (included in price show).
Also can interface with KMD
550 MFD, KMD 850 MFD,
EFIS or weather radar
EFIS, MFD and radar
indicators
EGPWS MK XXI
Processor Size
Weight (lb.)
71v Business & Commercial Aviation | May 2017
Remarks
$12,865
EGPWS exceeds Class B requirements. Provides aural and visual warnings; Internal GPS;
worldwide database by region.
$15,615
EGPWS exceeds Class B requirements. Provides aural and visual warnings; internal GPS;
worldwide database by region. EFIS displays
additional warning modes.
$19,011
Helicopter EGPWS.
$27,982
Traffic Advisory System (TAS) is an active
system providing aural and visual advisories.
Single or dual directional antennas.
$36,767
TCAS I system.
$43,730
Traffic Advisory System (TAS) and EGPWS in
one box. Active traffic system providing aural
and visual adviories. Single or dual directional
antennas.
$56,723
TCAS I and GA-EGPWS.
2.2 x 4.15 x 6.25
1.5
2.2 x 4.15 x 6.25
1.5
4.5 x 7.0 x N/A
1.5
4.5 x 7.0 x 13.8
8.75
4.5 x 7.0 x 13.8
8.75
4.5 x 7.0 x 13.8
8.75
4.5 x 7.0 x 13.8
9.68
1 ⁄2 ATR-S
(4 MCU)
$136,934
17.0
TCAS I system. Includes processor, control
panel, directional antenna and IVSI/TA
display. Does not include installation kits.
Upgradable to TCAS II.
1 ⁄2 ATR-S
(4 MCU)
$231,799
NA
1 ⁄2 ATR-S
(4 MCU)
$225,203
$219,179*
CAS-100 system includes one TPA-100B with
Change 7.1; one ANT-81A; one IVA-81D VSI
display; one CTA-100A control panel. *BCA
estimate.
$115,858
(without internal GPS)
MK V-A is for turbofan aircraft equipped with
analog avionics.
1/2 ATR (4 MCU)
1/13.5
7.9 x 2.4 x 12.8
1/6.5
3.95 x 2.20 x 3.25
See remarks
Price
Helicopter EGPWS enhanced features:
detailed terrain database, obstacle database,
airports and heliports, look-ahead algorithms,
terrain alerting, obstacle alerting, en route
terrain display (peaks), pop-up feature, auto
ranging feature, geometric altitude, enhanced
envelope modulation, speed expansion,
internal GPS card.
www.bcadigital.com
AVIONICS
COLLISION AVOIDANCE SYSTEMS
Model
Manufacturer
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo Blvd.
NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
TSO
KGX 150T ADS-B UAT
Transceiver
TSO-C157A (FISB)
TSO-C195A (TIS-B)
TSO-C154C (UAT)
TSO-C145C (for GNSS)
DO-160G DO-178B
level C DO-254 Level
C STC Approved in
accordance with AC20165A
KGX 150R ADS-B
UAT Receiver with
Integrated WAAS
TSO-C157A (FISB)
TSO-C195A (TIS-B)
TSO-C154C (UAT)
TSO-C145C (for GNSS)
DO-160G DO-178B
level C DO-254 Level
C STC Approved in
accordance with AC20165A
KGX 130R ADS-B UAT
Receiver
TSO-C157A (FISB)
TSO-C195A (TIS-B)
TSO-C154C (UAT)
DO-160G DO-178B
level C DO-254 Level
C STC Approved in
accordance with AC20165A
L3 Aviation Products
5353 52nd St. S.W.
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.L3aviationproducts.com
LandMark TAWS 8000
C151a Class B
LandMark TAWS 8100
C151b Class B
www.bcadigital.com
Display Interface Options
Mode A/C and Mode S
transponder interface 2
ARINC 429; 1 RS 485 and
4 discrete inputs 1 ARINC
429; 4 RS 232/422 and
2 discrete outputs 10-40
VDC input voltage .02 A @
12 VDC Input current 6.5
VDC output voltage 350 mA
output
Mode A/C and Mode S
transponder interface 2
ARINC 429; 1 RS 485 and
4 discrete inputs 1 ARINC
429; 4 RS 232/422 and
2 discrete outputs 10-40
VDC input voltage .02 A @
12 VDC Input current 6.5
VDC output voltage 350 mA
output
Processor Size
Weight (lb.)
Remarks
$2,849
ADS-B receiver and UAT transmitter with
optional Wi-Fi, best optimized for the those
who fly below 18,000 ft. Also includes an
integrated ADS-B OUT Compliant WAAS GPS.
The KGX 150T provides the ADS-B traffic and
weather services to non-certified wireless
tablet or certified compatible panel display.
An optional control head is available for
additional ADS-B required information and
annunciations.
$2,648
ADS-B receiver with optional Wi-Fi, best optimized for those who fly above and below
18,000 ft. or want to replace their existing
transponder with the KT 74 1090 extended
squitter transponder. Also includes an
integrated ADS-BOUT Compliant WAAS
GPS. The KGX 15OR provides the ADS-B
traffic and weather services to non-certified
wireless tablet or certified compatible panel
display. No external controller is needed.
$1,699
ADS-B receiver with optional Wi-Fi, best
optimized for those who fly above and below
18,000 ft. and want to replace their existing
transponder with the KT 74 1090 extended
squitter transponder. The KGX 130R uses
your existing WAAS Garmin GNS 430W/530W
GPS and provides the ADS-B traffic and
weather services to non-certified wireless
tablet or certified compatible panel display.
$14,120
Remote processor that offers predictive warning functions using position data from a GPS
receiver, flight configuration and an internal
terrain and obstacle database. Both aural
and visual warnings are issued whenever CFIT
situations arise. LandMark is designed to
meet or exceed Class B requirements of TSO
C151a. Baro-corrected altitude input required.
$15,230*
Features a WAAS GPS Sensor. With its accurate positioning information, the LandMark
8100 eliminates the need for multiple inputs
from other aircraft sensors, simplifying the
installation. The 8100 provides the highest
integrity terrain data without complicated
GPS, ADC or OAT inputs. 320 nm range. *BCA
estimate.
5 x 5.75 x 1.7
5 x 5.75 x 1.7
Mode A/C and Mode S
transponder interface 2
ARINC 429; 1 RS 485 and
4 discrete inputs 1 ARINC
429; 4 RS 232/422 and
2 discrete outputs 10-40
VDC input voltage .02 A @
12 VDC input current 6.5
VDC output voltage 350 mA
output
5 x 5.75 x 1.7
TAWS compatible Arinc 453
EFIS, Arinc 453 weather
radar indicators and compatible MFDs. Display on nonArinc 453 radar indicators
requires the RGC 350 Radar
Graphics Computer (sold
separately)
7.0 x 2.25 x 9.0
AWS compatible Arinc 453
EFIS, Arinc 453 weather
radar indicators and compatible MFDs. Display on nonArinc 453 radar indicators
requires the RGC 350 Radar
Graphics Computer (sold
separately)
Price
3.35
7.0 x 2.25 x 9.0
3.40
Business & Commercial Aviation | May 2017 71w
AVIONICS
COLLISION AVOIDANCE SYSTEMS
Manufacturer
L3 Aviation Products
5353 52nd St. SW
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.L3aviataionproducts.com
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA
52498
(319) 295-1000
Fax: (319) 295-2297
www.rockwellcollins.
com
Sandel Avionics
2401 Dogwood Way
Vista, CA 92081
(877) 726-3357
((760) 727-4900
Fax: (760) 727-4899
www.sandel.com
Model
TSO
Lynx NGT-9000+
Processor Size
Weight (lb.)
Price
Remarks
$9,555
Panel-mounted touchscreen transponder that
also displays traffic information onto compatible flight displays and iPad and Android apps.
Can be configured to view ADS-B and active
traffic on the same screen without the need
for additional boxes. Aural traffic alerting is an
available option.
$422,064*
(typical
installation)
TCAS II system. European ACAS compatible
Mode S Level III. AC/DC in one part number
includes control panel and two TRE antennas.
Displays range/alt. separation from traffic.
Max range 3 mi. Two surveillance volumes
and MSL of traffic. Top/bottom antennas to
optimize coverage. Upgrades to 8800 Gold.
*BCA estimate.
$18,950
3-ATI helicopter TAWS with integrated display.
Can replace existing radar altimeter indicator.
Sunlight readable LED backlit display with
180 deg. viewing angle and over 10,000-hr.
MTBF. NVIS compatible version $22,200.
$24,250
3-ATI Class A or Class B TAWS with integrated
display. Sunlight readable LED backlit display
with 180-deg. viewing angle and over 10,000
hr. MTBF. Optional interface for traffic, $980.
Class A version, $38,600.
6.25 x 1.8 x 10.75
see remarks
5.2
TCAS 4000
4 MCU
Collins EFIS, MFD
TCAS compatible
VSI (RA)
C119
(C119a when issued)
Collins TVI-920
(RA, TA)
ST3400H HeliTAWS
C87, C113, C151b,
C194
ST3400 TAWS
C113, C151b
Universal Avionics
Systems Corp.
3260 E. Universal Way
Tucson, AZ 85756
(520) 295-2300
(800) 321-5253
Fax: (520) 295-2395
www.uasc.com
Display Interface Options
TAWS A
TAWS B
17.0
3 ATI panel-mount
Integrated rear projection
LCD with LED backlighting
2.9
Integrated rear
projection LCD with LED
backlighting
Universal Avionics
EFI-890R, MFD-640, UNS
FMS (5-in. display)
3 ATI panel-mount
2.9
2 MCU LRU
Honeywell
numerous weather radar,
MFD and EFIS displays
C151b, C92c
Rockwell Collins
numerous weather radar,
MFD and EFIS displays
Smiths
BAE ATP EFIS
additional display
options available
71x Business & Commercial Aviation | May 2017
TAWS A
$40,700
9.6
TAWS B
$26,200
Worldwide terrain database with 480+ MB
data. High-resolution analog video views;
3-D perspective view; profile view; map view.
Map view of terrain can be output using
ARINC 708 or WXPF formats for interface with
various existing weather radars. Both version
include obstacle database.
www.bcadigital.com
AVIONICS
COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)
Type
Manufacturer
TSO
Honeywell Aerospace
1944 East Sky Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Recording Medium
Size
Price
Duration
Weight (lb.)
Power Required
solid-state
7.45 x 5.92 x 4.0
N/A
120 min.
<7.0 with AR for factor
mounting adapter
Model
Business Aviation
Remarks
A fully compliant recorder developed for
business aviation. *BCA estimate.
LW-CVR (429)
980-6044-002
Air Tranport
1
solid-state
⁄2 ATR Short
N/A
120 min.
8.6
28 VDC
115 AC
solid-state
7.45 x 5,92 x 4.0
N/A
25 hr. @ 512 wps
<7.0 with AR form
foactor mounting
adapter
28 VDC
⁄2 ATR Long or Short
N/A
25 hr. @ 1,024 wps
10.0
115 VAC
28 VDC
solid-state
7.45 x 5. 92 x 4.0
N/A
120 min. CVR
25 hr. @512 wps FDR
<7.0 with AR form factor mounting adapter
28 VDC
solid state, digital
8.8
N/A
HFR5-CVR
980-6032-003
Business Aviation
28 VDC
LW-FDR (717)
980-4131-002
Air Transport
solid-state
1
⁄2 ATR Long only
Business Aviation
LWCVR/FDR
980-6050-042
(429 input)
980-6050-072
(717 imput)
—
A fully compliant recorder developed air
business aviation.
Non-ARINC size with underwater locator
beacon; control panel and mounting tray
not required. ARINC 557 and ARINC 757.
CVR AR 120 CVR
980-6023-002 ED
56A, C123a
A fully compliant recorder developed air
business aviation.
A fully compliant recorder developed air
business aviation.
HFR5-FDR
1
A fully compliant recorder developed air
business aviation.
120-min. CVR
9.5 x 5.88 x 5.75
28 VDC
solid-state, digital
8.8
N/A
9.5 x 5.88 x 5.75
28 VDC
—
AR FDR
980-4710-00X ED
55, C124e
www.bcadigital.com
25 hr. @ 64, 128,
256 wps
Non-ARINC FDR, ARINC 717, 429. Mounting tray not required.
Business & Commercial Aviation | May 2017 71y
AVIONICS
COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)
Type
Manufacturer
TSO
Honeywell Aerospace
1944 East Sky Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602) 365-3343
www.honeywell.com
Recording Medium
Size
Price
Duration
Weight (lb.)
Power Required
solid-state, digital
9.5 x 5.88 x 5.75
N/A
120 min.
8.8
28 VDC
⁄2 ATR Short
N/A
11.5
28 VDC
115 AC
⁄2 ATR Short
N/A
11.5
28 VDC
1/1⁄2 ATR Short CVR;
1/2 ATR Short or
Long FDR
CVR/FDR Short: 12.6
x 5.0 x 5.5
FDR Long: 19.6 x 5.0
x 5.5
$32,719, CVR
$39,261 FDR
Model
CVR
Remarks
AR 120 CVR
980-6023-002
ED 56A, C123a
CVR
solid-state, digital
1
SSCVR
980-6022-011
120 min.
ED 56A, C123
DVDR/FDR
AR Combi
980-6021-06X
ED 56A, C123a
L3 Aviation Recorders
100 Cattlemen Rd.
Sarasota, FL 34232
(941) 371-0811
www.L3aviationproducts.com
CVR/FDR
solid-state, digital
120-min. voice;
25-hr. data @ 64,
128, 256 wps
solid-state
FA2100
C123b, C124b,
EUROCAE ED-112
CVDR
2-hr. min. CVR; 25-hr.
min. FDR
1
10.0
115 VAC
400 Hz or
28 VDC
1
⁄2 ATR Short
12.6 x 5.0 x 5.5
$54,575
10.0
400 Hz or
28 VDC
solid-state
1
⁄2 ATR Short
12.6 x 4.8 x 6.5
$50,703
2-hr. min. CVR; 25-hr.
min. FDR
7.9
solid-state
FA2100
C123b, C124b,
EUROCAE ED-112
CVR/FDR
2-hr. min. CVR; 25-hr.
min. FDR
115 VAC
CVDR Model
FA5000
115 VAC
C123b — CVR
C124b — FDR
EUROCAE ED-112 —
CVR and FDR
71z Business & Commercial Aviation | May 2017
400 Hz or
28 VDC
Non-ARINC size with underwater locator
beacon; control panel and mounting tray
not required. ARINC 557 and ARINC 757.
Solid-state CVR with underwater locator
beacon. ARINC 557 and ARINC 757.
Combination CVR/FDR; ARINC Form
Factor. Mounting tray not required. Data
download through front access PCMCIA.
Includes underwater locator beacon,
mounting tray required. ARINC 757 connector CVR, ARINC 747 connector FDR,
GMT or FSK time-signaling source for
CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications; CPDLC data link
recording for CVR; minimum 25-hr. 64
wps up to 1024 wps recording rate for
FDR; ramp (portable) and shop (bench)
GSE hardward and software diagnostics
and readout tools optional.
Includes underwater locator beacon,
mounting tray required. ARINC 757 connector, GMT or FSK time-signaling source
for CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications; CPDLC data link
recording for CVR, OMS output for CVR,
minimum 2-hr. 4-channel high-quality
audio recording for CVR, minimum 25-hr.,
128 wps up to 1024 wps recording rate
for FDR; rap (portable) and shop (bench)
GSE hardware and software diagnostics
and readout tools available.
Includes underwater locator beacon,
mounting tray required. MIL-C-38999 connector, GMT or FSK time-signaling source
for CVR. Separate RIPS module available
for CVR, rotor-speed input for CVR for
helicopter applications; CPDLC data link
recording for CVR, OMS output for CVR,
minimum 2-hr. 4-channel high-quality
audio recording for CVR, minimum 25-hr.,
128 wps up to 1024 wps recording rate
for FDR; rap (portable) and shop (bench)
GSE hardware and software diagnostics
and readout tools available. Ethernet data
output.
www.bcadigital.com
AVIONICS
COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)
Type
Manufacturer
Recording Medium
Size
Price
Duration
Weight (lb.)
Power Required
solid-state
6.55 x 5.55 x 3.25
$40,675
2 hr. CVR
25 hr. FDR
6.75
28 VDC
solid-state
8.0 x 3.9 x 4.9
$21,370
2 hr. CVR
25 hr. FDR
2-hr. video
5.0
28 VDC
Minimum 2 GB
compact flash
memory
2.7 x 2.2 x 1.8
$8,513
—
6 oz.
400 Hz or
28 VDC
solid-state
flash memory
6.0 x 4.9 x 8.0
$19,500
C123b, C124b,
C177, C123a,
C124a, EUROCAE
ED-112
120-min. voice &
ambient audio
+25 hr. (min.)
Flight data +120
minute data link
messaging
7.0
28 VDC
Combi CVR/FDR
w/ embedded Redorded Independedt
Power Supply (RIPS)
solid-state
flash memory
6.0 x 4.9 x 8.0
$27,500
120-min. voice &
ambient audio +25
hr. (min.)
Flight data +120
minute data link
messaging
8.68
28 VDC
solid-state
flash memory
6.0 x 4.9 x 8.0
$16,500
120-min. voice &
ambient audio
7.9
28 VDC
Model
TSO
L3 Aviation Recorders
100 Cattlemen Rd.
Sarasota, FL 34232
(941) 371-0811
www.L3aviationproducts.com
CVDR/SRVIVR
Remarks
—
C123b, C124b
EUROCAE Ed-112
Lightweight Data
Recorder
Same as FA5000
LDR
C197, EUROCAE
ED-155
Micro Quick Access
Recorder
—
115 VAC
—
Universal Avionics Systems Corp.
3260 E. Universal Way
Tucson, AZ 85756
(520) 295-2300
Fax: (520) 295-2395
www.uasc.com
Combi CVR/FDR
CVFDR-145
CVFDR-145R
C123b, C124b,
C155, C177, C123a,
C124a, EUROCAE
ED-112
CVR
CVR-120A
C123b, C177,
C123a, EUROCAE
ED-112
www.bcadigital.com
No mounting tray required; 2-hr. 2-channel
voice recording; 25-hr. GPS data recording; 5-hr. ARINC 717 data recording; 2-hr.
analog video recording at 5 fps. Ethernet
data output.
ARINC 573/717/747 compatible; data
rates 64 wps up to 1024 wps; USB or
Ethernet data output. Fixed or removable
flash card media. Data download software
utility optional.
No internal batteries. No periodic maintenance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
a Frequency Shift Keying (FSK) signaling
source, Rotor Speed for helicopter application. ARINC 717 Flight Data Recording,
analog/digital sensor signals via FDAU,
ARINC 758 data link information. PCbased ramp testing/diagonstics.
Embedded RIPS. Solid state memory. No
internal batteries. No periodic maintenance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
a Frequency Shift Keying (FSK) signaling
source, Rotor Speed for helicopter application. ARINC 717 Flight Data Recording,
analog/digital sensor signals via FDAU,
ARINC 758 data link information. PCbased ramp testing/diagonstics.
No internal batteries. No periodic maintenance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
a Frequency Shift Keying (FSK) signaling
source, rotor Speed for helicopter applications, ARINC 758 data link information.
PC-based ramp testing/diagonstics.
Business & Commercial Aviation | May 2017 71aa
AVIONICS
COCKPIT VOICE RECORDERS (CVR)/FLIGHT DATA RECORDERS (FDR)
Type
Recording Medium
Size
Price
TSO
Duration
Weight (lb.)
Power Required
CVR w/embedded
Recorded Independent Power Supply
(RIPS)
solid-state
flash memory
6.0 x 4.9 x 8.0
$24,500
120 min. voice &
ambient audio
8.68
28 VDC
solid-state
flash memory
6.0 x 4.9 x 8.0
$16,500
25 hr. (min) Flight
data + 120 min.
data link
messaging
7.9
28 VDC
Manufacturer
Model
Universal Avionics Systems Corp.
3260 E. Universal Way
Tucson, AZ 85756
(520) 295-2300
Fax: (520) 295-2395
www.uasc.com
Remarks
CVR-120R
C123b, C155, C177,
C123a, EUROCAE
ED-112
FDR
FDR-25
C124b, C124a,
EUROCAE ED-112
Embedded RIPS. Solid-state memory. No
internal batteries. No periodic maintenance. Four channels of cockpit audio
data, UTC from ARINC 429 bus, UTC from
a Frequency Shift Keying (FSK) signaling
source, rotor speed for helicopter applications. ARINC 758 data link information.
PC-based ramp testing/diagonistics.
No internal batteries. No periodic maintenance. ARINC 717 Flight Data Recording.
Additional data storage beyond 25 hr.,
analog/digital sensor signals via FDAU.
PC-based ramp testing/diagonstics.
HEAD-UP DISPLAYS
Manufacturer
Elbit Systems of AmericaFort Worth Operations
4700 Marine Creek Pkwy.
Fort Worth, TX 76179
www.elbitsystems-us.com
Rockwell Collins (Head Up
Guidance Systems)
400 Collins Rd. NE
Cedar Rapids, IA 52498
www.rockwellcollins.com
Model
Inputs & Outputs
Advanced
Technology HUD
(AT-HUD)
ARINC 429, ARINC 615
descrets, Enchaced Vision
(EVS) video, Synthetic
Vision (SVS) video
HGS-4000
ARINC 429, various
discretes, enhanced vision,
synthetic vision
Units/Weight (lb.)
Price
Size or Form Factor
Power Required
3/35.0
$356,000*
14.0 x 6.0 x 5.0
28 VDC
48.0 - 55.0
$409,405*
3 LRUs
N/A
Remarks
Fully digital EFVS video ready
LCD HUD that is compact and
lightweight.
*Contact manufacturer for specific
pricing.
Provides Cat III landing and Low
Visibility Takeoff capability. *BCA
estimate
varies by
configuration/less
than 15 lb.
HGS-3500
ARINC 429, various
discretes, enhanced vision,
synthetic vision
Price not provided
Compact wave-guide Head-Up Display developed for light to midsize
business aircraft applications.
Price not provided
First-generation digital Head-Up
Display developed for numerous
commercial and business aircraft
platforms.
Price not provided
Second-generation digital Head-Up
Diplsay developed for numerous
commercial and business aircraft
platforms.
3 LRUs
HGS-5000
HGS-6000
ARINC 429, various
discretes, enhanced vision,
synthetic vision
ARINC 429, various
discretes, enhanced vision,
synthetic vision
71ab Business & Commercial Aviation | May 2017
48.0 - 53.0
3 LRUs
40.0 - 46.0
3 LRUs
www.bcadigital.com
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
Aspen Avionics
5001 Indian School Rd. NE
Albuquerque, NM 87110
(505) 856-5034
Fax: (505) 314-5440
www.aspenavionics.com
TSO
Display Size
1000 MFD
TFT AMLCD
(400 x 760)
C2d, C3d, C4c,
C6d, C8d,
C10b, C106,
C113
6.0-in diag.
1000C3 Pro
TFT
AMLCD
(400 x 760)
Inputs
ARINC 429
(5)
RS-232 (5)
Pitot/static
quick
connect
ARINC 429
(5)
RS-232 (5)
Pitot/static
quick
connect
Outputs
ARINC 429
(1)
RS-232 (3)
ARINC 429
(1)
RS-232 (3)
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
Remarks
display:
2.6 lb
w/mounting
bracket
remote sensor:
0.2 lb
$8,995*
display:
3.50 x 7.0 x 4.15
depth:
6.35 in.
remote sensor:
2.65 x 4.40 x
1.0 in.
14-28 VDC
(provided
by PFD)
Includes integral ADAHRS backup
battery and emergency GPS, integral
altitude alterter/preselect, GPS
flight plan map views: 360° and arc,
slaved directional gyro with heading
bug.
display:
2.6 lb
w/mounting
bracket
remote sensor:
0.2 lb
$8,995
display:
3.50 x 7.0 x 4.15
depth:
6.35 in.
remote sensor:
2.65 x 4.40 x
1.0 in.
14-28 VDC
(provided
by PFD
Display: 2.6
lbs w/ mounting bracket
remote sensor:
2.65.4.40 x 1.0
$10,995
C2d, C3d, C4c,
C6d, C8d,
C10b, C106,
C113
6.0-in. diag.
EFD1000 Pro
Primary Flight
Display
TFT AMLCD
(400 x 760)
C2D, C3D, C4C,
C6D, C8D,
C10B, C106,
C113
6.0-in. diag.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. remote
sensor: 2.65 x
4.40 x 1.0 in.
8 to 32
VDC
EFD1000
Multifunction
Display
TFT AMLCD
(400 x 760)
Display: 2.6 lb. w/
mounting bracket
remote sensor:
2.65. x 4.40 x
1.0 in.
$8,995
C2D, C3D, C4C,
C6D, C8D,
C10B, C106,
C113
6.0-in. diag.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. remote
sensor: 2.65 x
4.40 x 1.0 in.
8 to 32
VDC
EFD1000 Pro
Plus Primary
Flight Display
TFT AMLCD
(400 x 760)
Display: 2.6 lb. w/
mounting bracket
remote sensor:
2.65.4.40 x
1.0 in.
$13,995
6.0-in. diag.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. remote
sensor: 2.65 x
4.40 x 1.0 in.
8 to 32
VDC
EFD500
Multifunction
Display
TFT AMLCD
(400 x 760)
Display: 2.6 lb. w/
mounting bracket
remote sensor:
2.65.4.40 x
1.0 in.
$5,495
C113
6.0-in. diag.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. remote
sensor: 2.65 x
4.40 x 1.0 in.
8 to 32
VDC
EFD1000 VFR
Primary Flight
Display
TFT AMLCD
(400 x 760)
C2D, C3D, C4C,
C6D, C8D,
C10B, C106,
C113
www.bcadigital.com
Display
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
6.0-in. diag.
Display: 2.6
lbs w/ mounting bracket
Remote Sensor:
2.65.4.40 x
1.0 in.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. Remote
Sensor: 2.65 x
4.40 x 1.0-in.
$4,995
8 to 32
VDC
Same as EFD 1000, plus full EHSI
with dual bearing pointers; dual
GPS, dual VHF nav support; autopilot and flight director integration;
integral GPS steering; base map
with curved flight paths; (optional)
traffic, weather overlays.
Economical full-feature glass
primary flight display for GA retrofit;
EFIS six-pack replacement; Compatible with many avionics.
Duplicate sensor set providing full
PFD redundancy; may eliminate
requirement for backup instruments; sectional-style moving maps
with hazard awareness overlays;
charts and geo-referenced airport
diagrams; customizable screen
layouts; built-in back-up battery and
emergency GPS.
EFD1000 PFD with Evolution
Synthetic Vision and angle of attack
indicator; Lowest price full-featured
glass panels for GA retrofit; advanced EFIS six-pack replacement;
works with your panel’s existing
avionics — nearly every GPS or nav
radio; broadest autopilot/flight director support.
Sectional-style moving maps with
hazard awareness overlays; customizable screen layouts; dharts and
geo-referenced airport diagrams;
built-in backup battery; broadest
autopilot/flight director support.
Consolidates traditional six-pack
instrument information plus CDI into
a single display with a back battery
and emergency GPS; Lowest price,
full-featured PFD for GA aircraft;
works with your panel’s existing
avionics; unique PFD design slides
into existing panel cutouts; Options
include autopilot interface, (GPS
steering); weather and traffic; Affordable upgrades include HSI; bearing
pointer and IFR features with easy
software upgrade.
Business & Commercial Aviation | May 2017 71ac
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
Aspen Avionics
5001 Indian School Rd. NE
Albuquerque, NM 87110
(505) 856-5034
Fax: (505) 314-5440
www.aspenavionics.com
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01773
(800) 284-3963
Fax: (614) 885-8307
www.avidyne.com
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(800) 357-8200
Fax: (913) 397-8282
www.garmin.com
Display
TSO
Display Size
EFD1000H
Helicopter
Primary Flight
Display
TFT AMLCD
(400 x 760)
Inputs
Outputs
ARINC 429
(5) RS-232
(5) Pitot/
static quick
connect
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
Display: 2.6 lb. w/
mounting bracket
Remote Sensor:
2.65.4.40 x
1.0 in.
$15,195
C2D, C3D, C4C,
C6D, C8D,
C10B, C106,
C11
6.0-in. diag.
Display: 3.50 x
7.0 x 4.15, depth:
6.35-in. Remote
Sensor: 2.65 x
4.40 x 1.0-in.
8 to 32
VDC
EX600
AMLCD
4.75
$8,995
without
radar;
starting at
$12,990
w/radar
RS-232
ARINC 429
ARINC568
DME
ARINC 429
C63c, C110a,
C113, C118,
C147, C157,
C43c, C106
5.7-inch diagonal 640 x 480
pixels (VGA)
6.25 x 4.93 x
11.0
28VDC
TAWS -B
GNS 400 (W)
series, 500 (W)
series
N/A
Varies
N/A
N/A
N/A
Varies
N/A
N/A
Not
provided by
manufacturer
C151
ETSO-C151
—
TAWS-A
GTN 600 series, GTN 700
series,
G900X, G950
C151
ETSO-C151
Not
provided by
manufacturer
—
71ad Business & Commercial Aviation | May 2017
Remarks
Special vibration mount meets DO160F helicopter vibration standards;
airspeed and altitude tapes, with altitude alerter; built-in GPS steering;
full electronic HSI with dual bearing
pointers; base map with flight plan
legs and waypoints; integral air
data computer and attitude heading
reference system; built-in back-up
battery; optional evolution hazard
awareness provides traffic and
weather displays; lowest price, fullfeatured glass panels; works with
your panel’s existing avionics.
Full overlay of GPS flight plan along
with traffic, wx radar, data-linked wx,
and special-use airspace. Features
include full vector-based moving
map and interfaces for traffic and
lightning, CMax approach charts and
airport diagrams, plus 20 different
radar models. Many optional radar
interfaces and acts as a display
replacement for many older CRT
radar displays.Dedicated knobs for
radar control of tilt and bearing,
plus second set of context-sensitive
knobs for range and other functions.
Features map panning keys and
allows pilot to toggle between the
present position and a panned-to position — such as destination airport
— with a single button push. Many
options available.
N/A
N/A
www.bcadigital.com
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(800) 800-1020
(800) 357-8200
Fax: (913) 397-8282
www.garmin.com
TSO
Display Size
GTS 800
GNS 400 (W)
series, 500 (W)
series, GTN
600 series,
GTN 700
series, GNS
480, GMX
Inputs
Outputs
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
1/8.92
Not
provided by
manufacturer
TAS traffic surveillance system able
to track up to 45 targets up to a 22nm interrogation range.
—
2.66 x 6.25 X
14.78
GTS 825
GNS 400 (W)
series, 500 (W)
series, GTN
600 series,
GTN 700 series, GNS 480,
GMS 200
1/11.3
Not
provided by
manufacturer
3.42 x 6.25 x
14.78
GTS 855
GNS 400 (W)
series, 500 (W)
series, GTN
600 series,
GTN 700
series, GNS
480, GMX
1/11.3
—
GTS 8000
GNS 400 (W)
series, 500
(W) series,
GTN 600
series, GTN
700 series,
G900X, G950
—
3.5A @ 14
VDC
1.7A @ 28
VDC
$24,995
—
3.42 x 6.25 x
14.78
1/11.3
Not
provided by
manufacturer
$19,995
TAS traffic surveillance system able
to track up to 75 targets up to a 40nm interrogation range.
—
C118
ETSO C118
C116b
ETSO C166b
2.6A @ 14
VDC
1.5A @ 28
VDC
—
C147 Class A
ETSO 147
Class A
C166B
ETSO C166b
Not
provided by
manufacturer
Remarks
$9,995
—
C147 Class A
ETSO 147
Class A
C166B
C119c
ETSO C119c
C166b
ETSO C166b
www.bcadigital.com
Display
3.5A @ 14
VDC
1.7A @ 28
VDC
HIgh-performance TCAS I collision
avoidance solution able to track
up to 75 targets within an 80-nm
forward interrogation range.
$89,995
TCAS II Change 7.1 syste, includes
GTS 8000 TCAS processor and two
GTX 3000 TCAS transponders.
—
3.42 x 6.25 x
14.78
3.5A @ 14
VDC
1.7A @ 28
VDC
Business & Commercial Aviation | May 2017 71ae
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
Honeywell Aerospace
BendixKing
9201 San Mateo Blvd. NE
Albuquerque, NM 87113
(855) 250-7027
www.bendixking.com
Display
TSO
Display Size
BendixKing
KDR 610
XM Weather
Receiver
see
remarks
Inputs
weather
displays via
XM satellite
C157
see
remarks
BendixKing
KSN 770/765
Integrated
Navigator
WAAS/GPS/
NAV (KSN 770
only)/COMM
(KSN 770
only)/MFD
Active Matrix
LCD, 40 x 480
pixels (Full
VGA) / 5.7 in.
diagonal
see remarks
Outputs
weather
displays via
XM satellite
interfaced to
Bendix/King
KMD 250,
KMD 550
and KMD
850 MFDs
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
1/1.5
$6,888
see remarks
10-32 VDC
List Price
Starting at
$10,995
ARINC 429
input; 10
ARINC 429
output; 2
RS-232
input; 4 RS232 output;
4 RS-222
input; 3 RS222 output;
28 discrete
input; 20
discrete
output
1 / (770/765)
9.9/ 8.1 / 6.25”
x 5.25” x 10”
N/A
11-33 VDC
N/A
Honeywell Aerospace
1944 East Sky Harbor Circle
Phoenix, AZ 85034
(800) 601-3099
Fax: (602 365-3343
www.honeywell.com
Innovative Solutions
& Support (IS&S)
720 Pennsylvania Dr.
Exton, PA 19341
(610) 646-9800
www.innovative-ss.com
L3 Aviation Products
5353 52nd St. SW
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.L3aviationproducts.
com
Honeywell
MFRD
LCD
C63c, C110a,
C113, C196
6 in. diag.
Integrated
Standy Unit
(ISU)
10-, 15-, 17-,
20-in. flat panel
displays
NA
N/A
Trilogy
ESI-1000
RS-232
ARINC
429, radar,
datalink,
EGPWS,
traffic, NTSC
video
display
RS 422/232:
3 channels
Input/Output
ARINC 429:
Optional
6 inputs
(configurable
for VOR, ILS,
DME, FMS,
GPS)
2 outputs,
high speed/
low speed
(softward
configurable)
AMLCD;
optional NVG
compatibility
N/A
C2d, C3e, C4c,
C6e, C10b,
C46a, C113,
C179
4.0 x 3.0
71af Business & Commercial Aviation | May 2017
1/7.5
$64,525
6.24 (w) x 4.82
(h) x 8.38 (panel
depth)
28 VDC or
115 VAC
400 Hz
N/A
N/A
3 ATI clamp
mount, optional
panel mount
28 VDC
9.8 W
1/2.22
$14,995
3-ATI chassis 4.0
x. 3.35 x 7.66
14-28 VDC
N/A
Remarks
Part of an MFD system; data
link weather receiver provides
high- speed textual and graphical
weather to the cockpit. Available
weather products include composite
NEXRAD radar, graphical METARs,
AIRMETS and SIGMETS. The active
flight plan can be overlaid on all
graphical weather images. System
enables user to pan, zoom and
interrogate areas of interest via
joystick.
KSN 770 combines GPS navigation,
terrain mapping, charting and safety
sensor displays. It can also display
XM Datalink Weather, radar-based
weather, traffic and terrain. Offers
many ways to interface with information via a combination of hard
buttons, cursor control and touchscreen. The KSN 770 features Wide
Area Augmentation System (WAAS)
and Localizer Performance with
Vertical Guidance (LPV). Can also
display safety systems including
on-board weather radar, Enhanced
Ground Proximity Warning System
(EGPWS), XM Datalink Weather.
Numerous options.
Multi-function display of weather
radar, traffic, terrain, navigation
maps, checklists.
Calculates and displays altitude,
attitude, airspeed, slip/skid and
navigation display information.
Electronic standby instrument
designed to level “A” software and
hardware compliances, the Trilogy
ESI replaces traditional standby
instruments and combines attitude,
altitude and airspeed infomation
into a compact 3.8-in. diagonal
display while maintaining a 3-ATI
chassis design. Heading is available
when coupled with the optional
magnetometer. For fixed-wing and
helicopter applications.
www.bcadigital.com
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
L3 Aviation Products
5353 52nd St. SW
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.L3aviationproducts.
com
www.bcadigital.com
Display
TSO
Display Size
Trilogy
ESI-2000
AMLCD;
optional NVG
compatibility
Inputs
NA
Outputs
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
1/2.56
$15,700
NA
C2d, C3e, C4c,
C6e, C10b,
C46a, C113,
C179
4.0 x 3.0
3-ATI chassis 4.0
x. 3.00 x 6.7
14-28 VDC
GH-3900 ESIS
Active matrix
LCD
1/3.0
$38,000
8.33 x 3.19 x
3.19
Dual 28
VDC inputs
(18 VDC
emergency
power)
DU-42 Display:
1.5
Remote Sensor
Unit: 3.0
N/A
C2d, C3e, C4c,
C6e, C8e,
C10b, C34e,
C35d, C36e,
C40c, C46a,
C66c, C95a,
C106, C113,
C115b, C145c
3 ATI
GH-39RSU ESIS
DU-42 Display
Acitve Matrix
LCD
DU-42 Display:
C2d, C3e, C4c,
C6e, C8e,
C10b, C34e,
C35d, C36e,
C40c, C46a,
C66c, C95a,
C106, C113a
Remote Sensor
Unit: C2d, C3e,
C4c, C6e, C8e,
C10b, C46a,
C95a, C106
1.50 (l) x 5.25
(w) x 3.0 (h)
null
ESI-500
24-bit color
LCD; optional
NVG
compatibility
C2d (Type B)
C8e (Type B)
C10b (Type 1,
Range: -1,500
to +35,000 ft.)
C34e C35d
C36e C40c
C46a (Range:
20 to 300 kt.)
C106 C113a
C179a C201
C2d (Type B)
C8e (Type B)
C10b (Type 1,
Range: -1,500
To +35,000 ft.)
3.0 x 3.0
ARINC 429,
RS-232,
discrete and
analog
DU-42
Display: 3
ARINC 429;
1 USB Serial
Bus; 1 RS-232
Serial Bus;
12C Serial
Bus; 1 Analog
Remote Sensor Unit:
7 ARINC 429;
1 RS-232
Serial Bus; 6
Discrete
Pneumatic
pressure
ports
Inputs: discrete
pneumatic
pressure
ports —
ARINC 429
GPS or VLOC
input or both
(navigation)
- MAG-500
magnetometer or an
ARINC-429
(heading) GPS (aircraft
track) — OAT
to compensate barocorrected
altitudes for
temperature
ARINC 429,
RS-232,
discrete and
analog
DU-42
Display:
1 ARINC 429
Remote Sensor Unit:
3 ARINC 429;
2 Discrete; 2
Analog
—
+28 VDC
nominal
—
$5,600
2.75 3.25 x 3.25
in. bezel; 3.0 x 3.0
display
14-28 VDC
Remarks
Electronic standby instrument incorporates an internal battery to meet
the requirements for independent,
dedicated back-up power for aircraft
without dual electrical system. The
lithium ion battery is integrated into
the ESI-2000 hardware with a triple
redundant safetydesign and provides a minimum of 1 hr. and up to 4
hr. of standby power. Heading
is available when coupled with the
optional magnetometer. For fixedwing and helicopter applications.
Features a lighter and shorter chassis than previous models and allows
the installer to define multiple I/O
interfaces., SSEC and VMO values.
An Aircraft configuration PC Software Tool simplifies the setup of the
unit, allowing installers to define and
customize the presentation of colors, flight cues and navigation data.
Designed for FAR Part 25, Part 23
(Class III & IV). Part 27 and Part 29.
Variety of air data and heading input
options as well as built-in accelerometers. Classified as Non-ITAR.
Features a 4.2-in. diagonal ighresolution display (DU-42) and a
separate Remote Sensor Unitt
(RSU). 1.5-in.-deep display allows
installation in aircraft with limited
space behind the panel. Configurable I/O interfaces and SSEC and
VMO values, as well as display parameters. Designed for FAR Part 25
and Part 23 (Class III & IV aircraft,
and Part 27 and Part 29 helicopters.
Standby system designed for piston
and turboprop aircraft and helicopters. Comes standard with altitude,
attitude, slip/skid, vertical speed
and aircraft track. Options available
for display of navigation information
and synthetic vision inputs, including terrain and obstacles. Magnetic
heading optional when coupled
with MAG-500 magnetometer.
ESI-500 is compatible with existing
NAV radios and GPS hardware. An
internal lithium-ion battery pack
automatically powers the system
without interruption upon loss of
main input power.
Business & Commercial Aviation | May 2017 71ag
AVIONICS
AIRCRAFT SITUATION DISPLAYS
Model
Manufacturer
Rogerson Aircraft
2201 Alton Pkwy.
Irvine, CA 92606
(949) 660-0666
www.rogersonaircraft.com
Sandel Avionics
2401 Dogwood Way
Vista, CA 92081
(877) 726-3357
(760) 727-4900
Fax: (760) 727-4899
www.sandel.com
Universal Avionics
Systems Corp.
3260 E. Universal Way
Tucson, AZ 85756
(520) 295-2300
Fax: (520) 295-2395
www.uasc.com
TSO
Display
Display Size
Inputs
Outputs
analog
synchro (XYZ,
Sin/Cos) variable AC/DC
discretes &
digital ARINC
429, 419,
453, 735,
RS-232
analog
synchro (XYZ,
Sin/Cos) variable AC/DC
discretes &
digital ARINC
429, 419,
453, 735,
RS-232
Units/Weight (lb.)
Price
Size or Form Factor
Power
Required
Remarks
5 ATI EFIS
C3d, C4c, C5e,
C6d, C8d, C9c,
C34e, C35d,
C36e, C40c,
C41d, C52b,
C63c, C66c,
C67, C87, C92c,
C113, C117a,
C118, C119b,
C129a, C147,
C161a
SA4550
Primary Attitude Display
C113, C3d,
C4c, C34e,
C36e, C52b
EFI-890R
C2d, C3d, C4c,
C52, C6d, C8d,
C10b, C34e,
C35d, C36c,
C40c,C41d,
C52,b, C63c,
C66c, C87,
C92c, C95,
C105, C113,
C115b, C118,
C119a, C129a,
C151a
AMLCD
flat panel
5 ATI
or 6.4-in.
diagonal
rear projection
LCD w/LED
backlighting
4 ATI
active matrix
color LCD
6.3 c 63
(8.0-om. dia.)
analog:
attitude
glideslope,
locaiizer,
flight director
command
inputs, radar
altimeter
mode annunciators
Analog:
6 - ARINC
429
5 - CSDB
2 - ARINC708
3 -Manchester bus ports
2 VGA or
1-RDR-1E/F
& 1 -VGS,
2 - RS-170
or 2 - NTSC
comp. or
18:1
1 - RS-232
(maint.)
Digital:
28 GND/OPN
discretes
14 - 28 VDC/
opn
4- ARINC 407
with 2 ref.
inputs
15- analog
DC
71ah Business & Commercial Aviation | May 2017
1/7.75
$42,000*
5 ATI or
6.4 dia.
28 VDC
44 W max
1/3.4
$20,950*
4 ATI
28 VDC
40 W
NA
Analog: 2
ARINC 429
2 - CSDB
1 - Manchester bus port
Digital:
5 - GND/OPN
discretes
3 - 28 VDC/
OPN discretes
6 - analog
resolvers
2 - DC differential
2 - DC single
ended
1/ 12.0
Designed to upgrade legacy ADIs.
Incorporates flight director command
bars, glideslope/localizer deviation
scale, fast/ slow indicator and
mode annunciations. Selectable
single-cue/split-cue display option.
Sunlight readable LED backlit dis
play with 180-degree viewing angle
and over 10,000-hour MTBF. *Highvibration version, $23,800. NVIS
compatible version, $27,050
$62,000*
Horizontal viewing angle
+60°/-60°, vertical viewing angle
+45°/-10°; resolution: 780 x 780
pixels; 124.5 color groups per inch
(CGPI); sunlight readability with
greater than 10,000/1 dimming
range.
*Depending on configuration.
Bezel:
7.84 h x 7.42 w
Depth:
9.79
(back of bezel to
read of connector)
One, two or four programmable, selfcontained flat-panel AMLCD EADI
and EHSIs. Radio altimeter functions
such as DH, expanded scale for
landing helicopter operations, TCAS I
and II, and EGPWS display capability,
in addition to standard ADI, HSI,
bearing pointers, CDI, autopilot
annunciation, flight director cross
bars or ‘V’ bars. Upgrade packages
available. *BCA estimate.
28 VDC
www.bcadigital.com
AVIONICS
ELECTRONIC FLIGHT BAGS
Manufacturer
Esterline CMC
Electronics
600 Dr. Frederik
Phillips Blvd.
Montreal, Quebec,
Canada
4HM2S9
(514) 748-3184
Fax: (514) 748-3100
www.cmcelectronics.ca
Garmin International
1200 E. 151st St.
Olathe, KS 66062
(913) 397-6200
Fax: (913) 397-8282
www.garmin.com
Model
Display
Class
Display Size
PilotView
CMA-1100
(8.4 in.)
or
CMA-1410
(10.4 in.)
or
CMA-1612
(12.1 in.)
touchscreen
XGA AMLCD
8.4-in. or 10.4in. diagonal
Class 2 and
Portable
8.4-in. or 10.4in. diagonal
Inputs and Outputs
Ethernet, ARINC
429, discrete,
RS422/232,
USB 2.0, ARINC
717, ARINC 615,
ARINC 619
Units/Weight (lb.)
Price
Size
Power Required
EDU 8.4 in.: 3.5
EDU 10.4 in.: 4.0
EDU 12.1 in.: 5.1
EEMU: 2.0
$20,000$25,000
CMC’s Aircraft Information Server acts as an
integrated aircraft information management
server and aircraft interface device, enabling a
wide range of applications and interfaces with
any display or tablet solution.
N/A
NA
1/26.4 oz.
aera 796
7-in. diagonal
Remarks
RS 232, USB,
Bluetooth
$1,899
Class 1 or
Class 2
Portable GPS with EFB, charting, terrain, moving map, weather, XM and other capabilities.
New 3-D vision technology shows a virtual 3-D
behind-the-aircraft perspective of surrounding terrain derived from GPS and the onboard
terrain database. With 2 serial ports, aera
796 allows for simultaneous connectivity with
other hardware. With optional GTX 330 Mode
S transponser interface, can access Traffic
Information Service (TIS) alerts, where available, right on the device while also sending
frequencies to a GTR 225 comm radio or GNC
255 nav/comm. Can also relay position reports
to other devices.
aera 660
5” Diagonal
Class 1 or
Class 2
www.bcadigital.com
RS-232, USB,
Bluetooth, Wi-Fi
1/8.64 oz.
$799
Portable GPS/EFB with charting, terrain,
moving map, weather, wire-strike avoidance,
wireless database updating and more.
Business & Commercial Aviation | May 2017 71ai
AVIONICS
ENHANCED/SYNTHETIC VISION SYSTEMS
Manufacturer
Esterline CMC Electronics
600 Dr. Frederik
Philllips Blvd.
Montreal, Quebec, Canada
H4M2S9
(514) 748-3184
Fax: (514) 748-3100
www.cmcelectronics.ca
Model
CMA-2600
SureSight
I-series
EVS-IR Sensor
HUD/HDD
—
CMA-2700
SureSight
I-Series
EVS-IR sensor
Elbit Systems of America
Fort Worth Operations
4700 Marine Creek Pkwy.
Fort Worth, TX 76179
www.elbitsystems-us.com
Display
TSO
HUD/HDD
EVS II
HUD/HDD
—
—
GAViS
any RS-170/
SMPTE,
170M analog
video capable
display
Inputs
single, dualband sensor
operating
in the short
to medium
wavelengths,
1-5 microns
single, dualband sensor
operating
in the short
to medium
wavelengths,
1-5 microns
1-5 micron
infrared sensor
Outputs
2-ANSI/SMPTE
170M
ARINC 429
RS 422
discretes
2-ANSI/SMPTE
170M
ARINC 429
RS 422
descretes
2 ARINC 818
RS-170/SMPTE
170M; SMPTE
259; RS 232/RS
422; ARINC 429
descrets
IRIS
A100
see
remarks
Size
1/LRU
21.0
8-14 micron infrared sdensor
RS-170/SMPTE
170M, analog
video
Remarks
Certified as part of an EFVS which provides
operational landing credits as well as
enhanced situational awareness to pilots in
low-visibility conditions.
NA
1/LRU
21.0
Certified as part of an EFVS for operational
landing credits by three leading Airworthiness Authorities (EASA, TCCA, and the
FAA). Fully compliant for FAR 91.176
—
3/22.0
1/2 ATR
see remarks
L3 Aviation Products
5353 52nd St. SW
Grand Rapids, MI 49512
(616) 949-6600
Fax: (616) 285-4224
www.L3aviationproducts.
com
Units/Weight (lb.)
1/3.5
EFVS certified for FAR 91.175 (I) and (m)
operational credit. EFVS certified for Part
91, 135 and 121 operations on fixed- and
rotary-wing applications. Contact manufacturer for specific application pricing.
EVS certified for situational awareness in all
weather conditions. Certified for fixed- and
rotary-wing aircraft. Contact manufacturer
for specific application pricing.
3.0 x 6.0 x 11.0
any RS-10
compatible
displays
1/1.7
7 -14 micron,
uncooled
ferroelectric
sensor
71aj Business & Commercial Aviation | May 2017
RS-170, NTSC
compatible video
or PAL
5.4 x 5.4 x 3.4
Uses uncooled BST technology, IRIS
provides enhanced visibulity of almost any
object, day or night, by measuring variations
in heat signatures. A real-time, black and
white image of people, animals, aircraft and
terrain is displayed on any compatible RS170 cockpit display. King Air, Bell 206 and
Twin Commander STC kits additional.
www.bcadigital.com
AVIONICS
ENHANCED/SYNTHETIC VISION SYSTEMS
Manufacturer
Astronics/MAX-VIZ, Inc.
11241 SE Hwy 212
Clackamas, OR 97015
(503)968-3036
sales@mv.com
Model
Display
TSO
Max-Viz 1500
MFD or EFB
—
Max-Viz 600
MFD or EFB
—
—
LFS-6000
Long-Wave
Infrared
Sensor
—
LFX-2010
Long-Wave
Infrared
Sensor
—
any NTSC
RS-170 or
PAL compatible display
device (PFD,
PND, MFD
or dedicated
display)
any NTSC
RS-170 or
PAL compatible display
device (PFD,
PND, MFD
or dedicated
display)
long-wave
uncooled
640 x 480
RS-170 video
FOV digital zoom
polarity select
long-wave
uncooled
320 x 240
RS-170 video
long-wave
uncooled
CMOS blended
with IR
320 x 240
RS-170 video
12: 28VDC
input power,
NTSC-RS-170
12: 28VDC
input power,
NTSC-RS-170
any NTSC
RS-170 or
PAL compatible display
device (PFD,
PND, MFD
or dedicated
display)
12: 28VDC
input power,
NTSC-RS-170
HUD/HDD
uncooled
multi-spectral
infrared sensor,
ARINC 429
EVS-3000
­—
Size
sensor 2 lb.;
PWS module
2.5 lb.
1.2 lb.
3.07 x 6.16 x 2.09
1.2 lb.
MFD or EFB
LFS-3500
Long-Wave
Infrared
Sensor
Units/Weight (lb.)
Remarks
Multiple STCs for fixed- and rotory-wing aircraft. Turbine helicopter, high-performance
turboprop and jet fixed-wing aircraft.
3.75 x 5.0 x 2.25
Max-Viz 1200
www.bcadigital.com
RS-170 video
FOV discreet
—
—
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-1000
Fax: (319) 295-2297
www.rockwellcollins.com
Outputs
MFD or EFB
long-wave
uncooled
320 x 240
Max-Viz 1400
Lexavia
4020 52nd Ave Ct. NW
Gig Harbor, WA 98335
(850) 343-1147
www.Lexavia.com
Inputs
3.07 x 6.16 x 2.09
1.2 lb.
PAL video output;
serial control interface — RS-232,
RS-422, RS-485
PAL video output
Serial Control Interface — RS-232,
RS-422, RS-485
PAL video output
Serial Control Interface — RS-232,
RS-422, RS-485
3.77 x 8.69 x 2.21
1.0 lb.
2.5 x 2.8 x 6.3
0.4 lb.
2.42 x 2.32 x 5.31
1.4 lb
2.5 x 2.58 x 5.1
9.2 lb.
1 LRU
The Max-Viz 1400 is a general aviation
enhanced vision sensor using a 640 x 480
pixel resolution long-wave infrared thermal
imager with electronic zoom.
Developed for general aviation piston aircraft, helicopters, and slower single-engine
turboprop fixed-wing aircraft.
Developed for general aviation piston aircraft, helicopters, and slower single-engine
turboprop fixed-wing aircraft.
Price: $29,250 (640 x 512 resolution),
$22,933 (336 x 256)/28 VDC. High-performance rugged sensor design provides an
increased level of situational awareness
for improved safety of operations. Optional
controller and stowable video displays also
available.
Price: $39,495 (640 x 512 resolution),
$31,913 (336 x 256)/28 VDC. Compact,
lightweight and aerodynamically shaped
EVS sensor provides an increased level of
situational awareness for improved safety
of operations. Optional controller and stowable video displays also available.
Price: $33,424 (640 x 512 resolution) 28
VDC. High-performance ruggedized sensor
designed for special operations (hoist, fast
rope and external operations) to provide an
increased level of situational awareness for
mission critical applications and improved
safety of operations. Optional controller and
stowable video displays also available.
Provides situational awareness at night and
in low-visibility conditions. When displayed
head up, operational approval for landing
minima under FAR Part 91.175 is available. Contact OEM for specific application
pricing.
Business & Commercial Aviation | May 2017 71ak
AVIONICS
FLIGHT MANAGEMENT SYSTEMS
Model
Manufacturer
TSOs
RNP Certification
Esterline CMC Electronics
600 Dr. Frederik
Philllips Blvd.
Montreal, Quebec, Canada
H4M2S9
(514) 748-3184
Fax: (514) 748-3100
www.cmcelectronics.ca
CDU Type
CMA-9000
Display Type
# Available
ARINC 429
(In/Out)
Vertical
Nav Modes
TSO’d
Nav Sensors
# Available
ARINC 429
Procedure Legs
Remote Radio
Tuning
ARINC
Radar (In)
full alpha
keyborad
Specific
Interfaces
ARINC
429 (Out)
Weight (lb.)
CDU
Dimensions
Price / Remarks
Power
8.0
C129
fully coupled
performance
VNAV
Yes
AMLCD,color
Air
Data In
(# types)
Yes
24/8
RNP 0.3, -10,
BRNAV, PRNAV
Performance
Management
GPS, WAAS,
VOR, DME,
INS, IRS,
TACAN
71al Business & Commercial Aviation | May 2017
No
ARINC
429/
ARINC
575
429 DME
std.; 429
VOR std.
6.75 x 5.75
x 7.15
—
Price varies by
installation. Coupled, performance
optimized and
advisory VNAV for
climb, cruise, descent, approach.
Performance table
based. FANS-1
capable LPV Approach capabile.
Optional NVG
display.
www.bcadigital.com
AVIONICS
FLIGHT MANAGEMENT SYSTEMS
Model
Manufacturer
TSOs
RNP Certification
FreeFlight Systems
3700 Interstate 35 S.
Waco, TX 76706
(254) 662-0000
Fax: (254) 662-9450
www.freeflightsystems.com
CDU Type
2101 Approach
Plus
Display Type
Dzus
# Available
ARINC 429
(In/Out)
Vertical
Nav Modes
TSO’d
Nav Sensors
# Available
ARINC 429
Procedure Legs
4/0
2101 I/O Approach Plus
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.com
FMS 3000/5000
ARINC
Radar (In)
No
LED
Dzus
GPS, WAAS
4/0
4
None
No
Advisory
—
BRNAV
Remote Radio
Tuning
No
Advisory
—
BRNAV
Performance
Management
No
LED
GPS, WAAS
4
None
Air
Data In
(# types)
ARINC
565,
ARINC
575;
Coarse/
Fine
A407
Synchro,
ARINC
545,
TAS,
ARINC
429
ADC,
RS-232
ADC
ARINC
565,
ARINC
575;
Coarse/
Fine
A407
Synchro,
ARINC
545,
TAS,
ARINC
429
ADC,
RS-232
ADC
Specific
Interfaces
ARINC
429 (Out)
4/3
ARINC
429
3.65
ARINC
429
GPS, WAAS,
DME, INC,
Loran C
10- 40 VDC
full alpha
keyboard
multi-waypoint
see
remarks
LPV approach
capability and RF
legs are available
on some aircraft
types. *FMS I/O
6.375 x 5.75 provided by four
redundant
x 6.33
concentrators. See
FMS3000 remarks
for remote computer; FMS4200
has advisory
VNAV but not
20- 40 VDC
FMS-to-ILS auto
transfer; Coupled
VNAV available on
FMS6000.
Yes
4
Yes
color LCD
23
see remarks
GPS, WAAS,
DME, INC,
Loran C
4/3
multi-waypoint
C129 GPS, C146
WAAS-B1, -C1
RNP 0.3, -10
BRNAV
www.bcadigital.com
color LCD
$11,500. Price
includes receiver,
datacard, installation kit (with antena), installation
manual and pilot
guide. Sole means
oceanic approval;
interfaces with
EGPWS.
see
remarks
see remarks
4/3
full alpha
keyboard
$7,245. Price
includes receiver,
data card, installation kit (with antena), installation
manual and pilot
guide, Unit also
available with NVG
capability.
LPV approach
capability and RF
legs are available
on some aircraft
types. *FMS I/O
provided by four
6.375 x 5.75 redundant concenx 6.33
trators. Remote
computer dimensions 1.7 x 8.84
x 6.06 in.; FMS
5000 requires
20- 40 VDC radio tuning unit;
FMS 3000 radio
tuning is internal.
23
see
remarks
FMS 6100
3.0 x 5.75 x
7.68
GPS
RS-232
color LCD
RNP 0.3, -10
BRNAV
3.0 x 5.75 x
7.68
10- 40 VDC
Yes
C129 GPS, C146
WAAS-B1, -C1
Power
GPS
RS-232
multi-waypoint
see
remarks
FMS 4200/6000
Price / Remarks
8.9
C129 GPS, C146
WAAS-B1, -C1
RNP 0.3, -10,
BRNAV
CDU
Dimensions
3.65
Yes
full alpha
keyboard
Weight (lb.)
VOR< GPS,
WAAS, DME,
INS, Loran C
Yes
4
Yes
6.375 x 5.75
x 6.33
see
remarks
see
remarks
23
see remarks
20- 40 VDC
FMS I/O provided
by four redundant
concentrators. See
FMS 3000
remarks for remote
computer. WAAS/
SBAS capable.
Business & Commercial Aviation | May 2017 71am
AVIONICS
FLIGHT MANAGEMENT SYSTEMS
Model
Manufacturer
TSOs
RNP Certification
Universal Avionics
Systems Corp.
3260 E. Universal Way
Tucson, AZ 85756
(520) 295-2300
(800) 321-5253
Fax: (520) 295-2395
www.uasc.com
CDU Type
UNS-1Lw
Display Type
Vertical
Nav Modes
TSO’d
Nav Sensors
# Available
ARINC 429
Procedure Legs
Full alpha
keyboard
8/5
color LCD
GPS, WAAS,
Optional:
VOR, DME,
INS, IRS, Loran, TACAN
C129 GPS,
C146B Gamma
RNP 0.3, -5, -10
UNS-1LEw
# Available
ARINC 429
(In/Out)
full alpha
keyboard
23
RNP 0.3, 5, 10
UNS-1Fw
opt.
opt.
std.
23
opt.
8/5
full alpha
keyboard
GPS, WAAS,
Optional:
VOR, DME,
INS, IRS, Loran, TACAN
8/5
multi-waypoint
std.
opt.
23
opt.
color LCD
GPS, WAAS,
Optional:
VOR, DME,
INS, IRS, Loran, TACAN
full alpha
keyboard
8/5
multi-waypoint
std.
opt.
23
C129 GPS,
C146B Gamma
opt.
color LCD
RNP 0.3, 5, 10
ARINC
Radar (In)
opt.
color LCD
C129 GPS,
C146B
Remote Radio
Tuning
multi-waypoint
C129 GPS,
C146B Gamma
UNS-1Espw
Performance
Management
GPS, WAAS,
Optional:
VOR, DME,
INS, IRS, Loran, TACAN
71an Business & Commercial Aviation | May 2017
multi-waypoint
std.
Air
Data In
(# types)
Specific
Interfaces
ARINC
429 (Out)
ARINC
575,
ARINC
429 ADC
std.;
ARINC
565,
Course/
Fine
A407
Snchro,
ARINC
545 TAS
opt. See
remarks
ARINC
429 GPS,
S422A
CSDB
DME,
Arinc 429
DME,
Bendix
429 VOR,
ARINC
429 VOR,
ARINC
429 INS
ARINC
575,
ARINC
429 ADC
std.;
ARINC
565,
Course/
Fine
A407
Snchro,
ARINC
545 TAS
opt. See
remarks
ARINC
429 GPS,
S422A
CSDB
DME,
Arinc 429
DME,
Bendix
429 VOR,
ARINC
429 VOR,
ARINC
429 INS
ARINC
575,
ARINC
429 ADC
std.;
ARINC
565,
Course/
Fine
A407
Snchro,
ARINC
545 TAS
opt. See
remarks
ARINC
429 GPS,
S422A
CSDB
DME,
Arinc 429
DME,
Bendix
429 VOR,
ARINC
429 VOR,
ARINC
429 INS
ARINC
575,
ARINC
429 ADC
std.;
ARINC
565,
Course/
Fine
A407
Snchro,
ARINC
545 TAS
opt.
ARINC
429 GPS,
S422A
CSDB
DME,
Arinc 429
DME,
Bendix
429 VOR,
ARINC
429 VOR,
ARINC
429 INS
Weight (lb.)
CDU
Dimensions
Price / Remarks
Power
2.9
4.5 x 5.75
x 6.33;
remote
computer: 2
MCU, 7.7 lb.
20- 40 VDC
$54,500. Air data
converter unit
available; 3-D
coupled approach
mode; PC program
for remote/
oceanic ops.; UniLink text compatible; WAAS/SBAS
capable.
7.86
6.38 x 5.75
x 8.96
20- 40 VDC
$69,000. 3-D
coupled approach
mode; PC program
for remote/
oceanic ops.; UniLink text compatible; WAAS/SBAS
capable.
7.25
6.38 x 5.75
x 7.62
20- 40 VDC
4.1
6.38 x 7.5 x
3.5; remote
computer:
2.0 lb.
20- 40 VDC
$68,000. 3-D
coupled approach
mode; PC program
for remote/
oceanic ops.; UniLink text compatible; WAAS/SBAS
capable.
$81,500. 3-D
coupled approach
mode; PC program
for remote/
oceanic ops.; UniLink text compatible; WAAS/SBAS
capable.
www.bcadigital.com
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Avidyne Corp.
55 Old Bedford Rd.
Lincoln, MA 01773
(781) 402-7400
www.avidyne.com
Operational
Capabilities
Weight (lb.)
Dimensions
18.75
Entegra
Release 8
see remarks
see remarks
see remarks
FMS, PFD/
MFD, AP/
IFCS, EFIS,
TAWS, RMU,
SVS, CAS/
TAWS
two 10.4 in.
diagonal, color
active matris
displays
28 VDC
18.75
Entegra
Release9
see remarks
see remarks
see remarks
FMS, PFD/
MFD, AP/
IFCS, EFIS,
TAWS, RMU,
SVS, CAS/
TAWS
two 10.4 in.
diagonal, color
active matris
displays
28 VDC
Genesys Aerosystems
One S-TEC Way
Municipal Airport
Mineral Wells, TX 76067
Formerly: Cobham Commercial Systems
Chelton
Flight
Systems
EFIS
WX500, ADF,
TCASi/II, TCAD,
ADS-B, TIS-B,
radar altimeter,
ARNC 429, RS232, RS-422, 10
discretes
color LCD
ARINC 429,
RS-232, RS-422,
10 discretes,
autopilot
Garmin International
1200 E. 151st St.
Olathe, KS 66062-3426
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
6.25 x 5.5 in.
NVG
compatible
G1000 NXi
ARINC 429; HSDB,
CD/HIS, RMI, air
data, RS-232,
RS 422, RS-485;
ARINC 429; HSDB,
CD/HIS, RMI, air
data
FMS, PDF/
MFD, AP/
IFCS, EFIS,
TAWS, SVVS,
CAS/TAWS
—
www.bcadigital.com
TCAS i/II, RS
232, RS-422,
RS-485; ARINC
429; HSDB, CD/
HIS, RMI, air
data
ARINC 429; HSDB,
CD/HIS, RMI, air
data, RS-232,
RS 422, RS-485;
ARINC 429; HSDB,
CD/HIS, RMI, air
data
See remarks
Varies by
installation
Varies by
installation
Cirrus starting at $90,000; Piper
Matrix starting at $105,800. Integrates primary flight information,
navigation, weather and traffic
on 2 or 3 large-format displays.
Includes dual VHF nav/com, dual
WAAS, GPS, dual FMS 900w dual
ADAHARS, remote transponder
tuning. ACD 215 alpha-numeric
FMS keypad with display. Works
with DFC100 digital autopilot.
Optional SVS.
Two screens: $95,000;
Four screens: $150,000.
10-32 VDC
N/A
Varies by
installation
G1000H
(helicopter
version)
Integrates primary flight information, navigation, terrain, weather,
traffic on two or three largeformate displays. Selectable IAS
and V-speed ranges to suit aircraft
installations. Dual-PFD version
features CCS Cross Compare System that monitors cross-side PDF
and ADAHARS signals 30 times
per second. Works with DFC90 or
STEC 55 X autopilot and 3rd party
GPS/NAV/Coms for position
information.
two screen: 2.0
four screen: 50.0
Varies by
installation
TCAS i/II, RS
232, RS-422,
RS-485; ARINC
429; HSDB, CD/
HIS, RMI, air
data
Price/Remarks
Power Required
see remarks
N/A
Price varies by installation. An
all-glass avionics suite designed
for OEM or custom retrofit installation on a wide range of aircraft.
Integrates primary flight information, navigation, communication,
weather, terrain and traffic data
on two or three large format
displays. Tailored to specific OEM
requirements. Features include
3-axis, all-digital flight control
system; Synthetic Vision Pathway
navigation; dual AHRS; dual radio
modules with WAAS certified IFR
Oceanic-approved GPS, VHF Nav
with ILS and VHF Com; dual RVSM
compliant DADC; EICAS; ADS-B
In and Out Transponder(s); Class
B TAWS; Digital weather radar.
Optional Bluetooth connectivity
to select mobile devices. Retrofit
system also available for King Air
300/350 and 200.
Price varies by installation. An
all-glass avionics suite designed
for OEM or custom retrofit installation on a wide range of aircraft.
Integrates primary flight information, navigation, communication,
weather, terrain and traffic data
on two or three large format
displays. Tailored to specific OEM
requirements. Features include
3-axis, all-digital flight control
system; Synthetic Vision Pathway
navigation; dual AHRS; dual radio
modules with WAAS certified IFR
Oceanic-approved GPS, VHF Nav
with ILS and VHF Com; dual RVSM
compliant DADC; EICAS; ADS-B
In & Out Transponder(s); Class
B TAWS; Digital weather radar.
Optional Bluetooth connectivity to
select mobile devices.
Business & Commercial Aviation | May 2017 71ao
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Garmin International
1200 E. 151st St.
Olathe, KS 66062-3426
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Operational
Capabilities
Weight (lb.)
Dimensions
N/A
12- or 14-in.
backlit LED
G2000
(piston engine aircraft
version)
TCAS I/II, RS232, RS-422,
RS -485; ARINC
429; HSDB, CD/
HIS, RMI, air
data
TCAS I/II, RS- 232,
RS-422, RS -485;
ARINC 429; HSDB,
CD/HIS, RMI, air
data
N/A
See remarks
See remarks
N/A
N/A
14.1-in.
diagonal
WXGA
G3000
(light turbine aircraft
version)
TCAS I/II, RS232, RS-422,
RS- 485; ARINC
429; HSDB, CD/
HIS, RMI, air
data
N/A
TCAS I/II, RS-232,
RS-422, RS-485;
ARINC 429; HSDB,
CD/HIS, RMI, air
data
See remarks
See remarks
N/A
N/A
varies by
installation
G5000H
(helicopter
version)
TCAS I/II, RS232, RS-422,
RS- 485; ARINC
429; HSDB, CD/
HIS, RMI, air
data
RS 232, RS 422,
RS 485, ARINC
429; HSDB, CD/
HIS, RMI, discretes, air data
See remarks
N/A
See remarks
N/A
71ap Business & Commercial Aviation | May 2017
Price/Remarks
Power Required
Price varies by installation.
Integrates primary flight information, navigation, communication,
weather, terrain and traffic data
on large format displays. Tailored
to specific OEM requirements.
Features include three-axis,
all-digital automatic flight control
system; Synthetic Vision Pathway
navigation; dual solid-state AHRS;
dual integrated radio modules with
WAAS certified IFR Oceanic-approved GPS, VHF Nav with ILS and
VHF Com with 16-W transceivers
and 8.33-kHz spacing; dual RVSM
compliant DADC; EICAS; Class
B TAWS; digital weather radar;
Garmin FliteCharts; and Garmin
SafeTaxi.
Price varies by installation.
Integrates primary flight information, navigation, communication,
weather, terrain and traffic data on
large format displays. Tailored to
specific OEM requirements. Features include three-axis, all-digital
automatic flight control system;
Synthetic Vision Pathway navigation; dual solid state AHRS; dual
integrated radio modules with WAAS
certified IFR oceanic-approved
GPS, VHF navigation with ILS and
VHF communication with 16-watt
transceivers and 8.33-kHz channel
spacing; dual RVSM-compliant
digital air-data computer; EICAS;
Class B TAWS; XM Wx and/or digital
weather radar; Garmin FliteCharts;
and Garmin SafeTax
Price varies by installation.
Advanced flight deck designed for
OEM installation on medium-lift
turbine helicopters. Bright highresolution displays with Helicopter
Synthetic Vision Technology (HSVT)
let you see clearly even in IFR
conditions. Displays divide into
2 pages to help display multiple
systems and sensors. Intuitive
touchscreen interface with shallow
menus and audible feedback.
Graphical synoptics. Weather,
charts, traffic, terrain and Global
connectivity options. TOLD, performance planning and paperless
cockpit support. Digital document
display for electronic charts, flight
manual data and more.
www.bcadigital.com
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Garmin International
1200 E. 151st St.
Olathe, KS 66062-3426
(913) 397-8200
Fax: (913) 397-8282
www.garmin.com
Operational
Capabilities
Weight (lb.)
Dimensions
NA
G5000
TCAS i/II, RS
232, RS 422, RS
485; ARINC 429;
HSDB, CD/HIS,
RMI, air data
RS 232, RS 422,
RS 485; ARINC
429; HSDB, CD/
HIS, RMI, air data
four backlit
LED XGA
1280 X 800
pixels
touch-screen
displays
see remarks
see remaks
NA
NA
NA
dual 6.5-in.
VGA LCDs
G500
TCAS i/II, RS
232, RS 422, RS
485; ARINC 429;
HSDB, CD/HIS,
RMI, air data
RS 232, RS 422,
RS 485; ARINC
429; HSDB, CD/
HIS, RMI, air data
see remarks
NA
—
NA
NA
dual 6.5-in.
VGA LCDs
G600
TCAS i/II, RS
232, RS 422, RS
485; ARINC 429;
HSDB, CD/HIS,
RMI, air data
RS 232, RS 422,
RS 485; ARINC
429; HSDB, CD/
HIS, RMI, air data
see remarks
NA
—
NA
www.bcadigital.com
Price/Remarks
Power Required
Price varies by installation. Intended
for use aboard a broad range of
professionally flown air transport
category aircraft, ranging from light
jets to large-cabin, transoceanic
aircraft. Integrates primary flight
information, navigation, communication, weather, terrain and traffic
data on large-format displays. Features include three-axis, all-digital
automatic flight control system;
Synthetic Vision Pathway navigation; dual solid state AHRS; dual
integrated radio modules with WAAS
certified IFR oceanic approved
GPS, VHF navigation with ILS and
VHF communication with 16-watt
$15,995. Includes CDU, digital
AHRS, ADC, magnetometer, temperature probe. Also certified to
C2d, C10b and C34c. Replaces
standard six-pack instruments.
Features 6.5-in. PFD and MFD plus
AHRS. SVT is standard with G600
and optional for G500. Optional
TAWS-B for G600 only. GWX70
radar sold separately. Includes
CDU (dual 6.5-in. VGA LCD),
digital AHRS, ADC, magnetometer,
temperature probe. Enhanced autopilot interface capabilities using
the optional GAD 43
$29,995. Includes CDU, digital
AHRS, ADC, magnetometer,
temperature probe. Also certified
to C2d, C10b and C34c. Replaces
standard six-pack instruments.
Features 6.5-in. PFD and MFD
plus AHRS. SVT is standard with
G600 and optional for G500.
Optional TAWS-B for G600 only.
GWX70 radar sold separately.
Includes CDU (dual 6.5-in. VGA
LCD), digital AHRS, ADC, magnetometer, temperature probe.
Enhanced autopilot interface
capabilities using the GAD 43.
Business & Commercial Aviation | May 2017 71aq
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Honeywell Aerospace
BendixKing
9201 San Mateo Blvd.
NE
Albuquerque, NM
87113
(855) 250-7027
www.bendixking.com
12.0-in. color
LCDs
Primus Apex
AeroVue
(C106 in
progress)
C115b,
C198
Class A1,
B, C
TCASI/II RS-232,
RS-422, ARINC
429, ARINC 453,
ethernet air
data, video, discretes, analogs
ARINC 429, ARINC
453, RS-232, RS422, discretes,
analogs
71ar Business & Commercial Aviation | May 2017
Operational
Capabilities
FMS with
Flight
Director; Dual
ADAHRS;
Graphical flight
planning;
SmartView
SVS; Digital
3-axis autopilot; Electronic
checklist;
XM Weather;
Vertical nav
profile; Video
inputs; Dual
WAAS GPS
receivers;
Integrated
EIS; Mode S
transponder;
Dual audio
panels with
Bluetooth
Weight (lb.)
Dimensions
Price/Remarks
Power Required
see remarks
see remarks
see remarks
Integrated flight deck with three
or four 12” LCDs, depending
upon the aircraft insallation.
Includes a variety of advanced
features: digital autopilot
capable of coupled VNAV, SmartViewTM Synthetic Vision System,
Interactive Navigation (INAVTM)
for graphical flight planning, and
both a Cursor Control Device
(CCD) and Multifunction Controller for a more ergonomic user experience. Weather radar, TCAS
I, EGPWS, and radar altimeter
also available. Price and weight
are dependent upon installation.
Announced programs include
the Beechcraft King Air C90,
200, B200, and Cessna Citation
V, Ultra, and Encore.
www.bcadigital.com
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Honeywell Aerospace
BendixKing Avionics
9201 San Mateo
Blvd. NE
Albuquerque, NM
87113
(855) 250-7027
www.bendixking.com
5.7 in.
Bendix
King KSN
770/765
Integrated
Navigator
WAAS/
GPS/ NAV
(KSN 770
only)/
COMM
(KSN 770
only)/
MFD
RS-422 Interface; Weather
Radar; Traffic;
Terrain; EGPWS;
XM Weather; Air
data/ Heading
Interface; Fuel
Flow Air Data
Computer and
others.
AARINC 429
input; 10 ARINC
429 output; 2
RS-232 input; 4
RS-232 output;
4 RS-222
input; 3 RS-222
output; 28
discrete
input; 20
discrete output
Active Matrix
LCD
Innovative Solutions
& Support (IS&S)
70 Pennsylvania Dr.
Exton, PA 19341
(610) 646-9800
Fax: (610) 646-0149
www.innovative-ss.com
Operational
Capabilities
WAAS, LPV.
Can displays
safety systems information including
On-board
weather radar, Enhanced
Ground
Proximity
Warning System (EGPWS),
XM Datalink
Weather,
Terrain
awareness
and warning
System
(TAWS) and
Traffic Collision Avoidance System
(TCAS).
Split-screen
capabilities.
Weight (lb.)
Dimensions
8.5 lb.
Combines GPS navigation, Nav/
Com, terrain mapping, charting
and safety sensor displays. Also
displays XM Datalink Weather,
radar-based weather, traffic and
terrain. The KSN offers many
ways of interfacing with your
information with a combination
of hard buttons, cursor control
and touchscreen.
N/A
7.0
AMLCD
Cessna
Citation
AdViz Flat
Panel
Display
ARINC 429,
A453/708, Ethernet, Descretes,
Analog, Synchro,
RS-422, CSDB,
USB
ARINC 429,
A453/708, Ethernet, Descretes,
Analog, Synchro,
RS-422, CSDB,
USB
See remarks
10.4 in.
Eclipse Avio
NG
ARINC 429,
ARNC 453, RS
232, RS 42,
Byteflite, Ethernet, discretes
ARINC 429,
ARNC 453, RS
232, RS 42,
Byteflite, USB, Ethernet, discretes
PFD: 8.5
MFD: 12.5
PFD: 10.4 in. (2)
MFD: 15.4 in.
See remarks
PDF: 10.4
in. (2)
MFD: 15.4 in.
PFD: 50 W
MFD: 75 W
15 in. IPFD, 14
lb., 70 W;
AMLCD
Pilatus
PC-12 FPDS
System
Contact OEM for
details
NA
NA
AMLCD
Contact OEM for
details
See remarks
10 in. IFPD, 8 lb.,
35 W;
10.4; 15.0
DCP, 3.0 lb., 8 W
www.bcadigital.com
Price/Remarks
Power Required
Price varies by installation.
Designed to replace existing instruments, including the EADI and
EHSI displays, altimeter, airspeed
and vertical speed indicators.
Retrofitting existing aircraft requires minimal changes to existing
aircraft wiring while reducing power
consumption and weight. Options
include satellite weather, e-charts,
video and remote radio control.
Price varies by installation. FMS
options include either integrated
WAAS-based FMS, exterior WAASbased FMS or non-WAAS-based
FMS; system provides PFD/ND
with MFD functions and engine instruments; system interfaces with
new or existing AP/FD/IFCS; TAWS
display provided and connects
directly with TAWS; remote tuned
radios optional; e-charts, moving
maps, radar display, satellite
weather, TCAS-I, fuel management
and aircraft systems pages.
Price varies by installation. FMS
options include either WAASbased FMS, exterror WAAS-based
FMS or non-WAAS-based FMS;
systems provides PFD/ND with
MFD functions; coupled WAAS LPV
approach; system interfaces with
new or existing AP/FD/IFCS; RVSM
certified, options isnclude RS 170
or DVI video input on 5.15-in. IPFD;
TAWS terrain display provided
and connects directly with TAWS;
e-charts certified.
Business & Commercial Aviation | May 2017 71as
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Outputs
Dimensions
Innovative Solutions
& Support (IS&S)
70 Pennsylvania Dr.
Exton, PA 19341
(610) 646-9800
Fax: (610) 646-0149
www.innovative-ss.com
Operational
Capabilities
Weight (lb.)
Dimensions
AMLCD
Vantage
Cockpit/IP
Flat Panel
Display
System
FPD: 6.0 lb., 30
watts
Contact OEM for
details
Contact OEM for
details
See remarks
10.4
RNCU: 9.75 lb.,
25 watts;
ECSU: 25 watts
Rockwell Collins
400 Collins Rd. NE
Cedar Rapids, IA 52498
(319) 295-4085
Fax: (319) 295-2297
www.rockwellcollins.
com
Pro Line
Fusion
See Remarks
See Remarks
Various, depending on installation
Various, depending on installation
Price varies by installation. The
typical Pro Line 21 major retrofit
package includes three-four 8 x 10
in. LCDs with advanced graphics,
all digital CNS radios with dual
comm/navs, dual transponders
with enhanced surveillance, dual
DME, single or dual FMS GPS
WAAAS, Digital Flight Control
System (DFCS) with coupled VNAV,
single or dual Integrated Flight
Information Systems (IFIS), dual
channel radar altimeter, dual
solid-state Attitude Heading Reference Systems (AHRS), dual air
data systems (RVSM compliant),
solid-state radar with turbulence
detection, Engine indications on
PFD or MFD, 2nd or 3rd FMS, 3rd
FMS, 3rd AHRS, 3rd VHF-4000,
2nd ALT-4000, TCAS 4000, ADS-B
transponders, single or dual HF9000 radio, Satcom, CMU-4000
data link system, XM weather,
maintenance diagnostics system,
DBU-5000 data loader and all-new
wiring and connectors.
15.1-in. color
LCD
SXGA: 14.1in. color LCD
WXGA
Color LCD
Pro Line 21
Numerous
FMS, PDF/
MFD, EFIS,
TAWS, RMU,
EVS, SVS
pending
Numerous
6.375 (h) x
5.75 (w) x
6.33 (l)
71at Business & Commercial Aviation | May 2017
Price varies by installation. FMS
options include either WAAS-based
FMS, exterror WAAS-based FMS
or non-WAAS-based FMS; systems
provides PFD/ND with MFD functions and engine instruments; system interfaces with new or existing
AP/FD/IFCS; EVS input can be
input fromEVS camera or
other video camera via RS-170;
TAWS terrain display provided and
connect directly with TAWS; remote
tuned radios optional.
e-charts, moving maps (worldwide
terrain 3-arc/second, radar display,
satellite weather, TCAS-I/II, fuel
management exceedance recording and video.
Features include dual comm/nav,
single, dual or triple FMS, GPS
WAAS, single or dual integrated
Flight Information system (IFIS),
weather radar with turbulence detection, data link communication,
onboard maintenance system,
information management system,
surface management, surveillance video, enhanced vision,
sythethic vision, head-up guidance
and functionality to meet Next Gen
airspeace requirments. Display
systems available with touch
screen capability. Customized to
OEM requirements. Price varies by
installation.
Color LCD
FMS, PFD/
Adapts to
3, 4 or 5
LCD graphic
display
congiguration
integrating
PFD/MFD
flight information
Price/Remarks
Power Required
www.bcadigital.com
AVIONICS
INTEGRATED AVIONICS SYSTEMS
CDU Type
Manufacturer
Model
Inputs
Operational
Capabilities
Outputs
Dimensions
Rogerson Aircraft
2201 Alton Pkwy.
Irvine, CA 92606
(949) 660-0666
www.rogersonaircraft.
com
Sandel Avionics
2401 Dogwood Way
Vista, CA 92081
(877) 726-3357
(760) 727-4900
Fax: (760) 727-4899
www.sandel.com
www.bcadigital.com
Series 700
Integrated
Avionics
System
for Bell
412 and
Bell 429;
TC on Bell
429 and
STC on
Bell 412
using
6x8
ALMD
displays
ARINC 429, Synchro, Discretes,
RGB, NTSC, PAL
video capability
Series 600
Integrated
Avionics
System
using 6 x
8 AMLCD
displays
ARINC 429, Synchro, Discretes,
RGB, NTSC, PAL
video capability
Price/Remarks
Power Required
Course Heading Select
Panel (CHSP)
ARINC 429, variable DC, Discretes
PFD, MFD,
EICAS
Mission functions: FLIR,
RS-170 video,
fuel and
hydraulics
Each display unit:
13.5
Prices based on quantity; dependent on engine type.
PFD, MFD
Mission functions: FLIR,
RS-170 video,
fuel and
hydraulics
Each display unit:
13.5
Prices based on quantity.
weight savings of
100-150 lb.
$175,000 installed price. Delivered as a prewired assembly
allowing for a five-day installation
time. Initial STC for King Air 200
with additional models to follow.
Designed for performance-based
navigation with an emphasis on
safety. *Existing panel is removed
and replaced with Avilon.
6 x 8 ALMD
displays
ARINC 429, Synchro, Discretes,
RGB, NTSC, PAL
video capability
Course Heading Select
Panel (CHSP)
6 x 8 ALMD
displays
6 touchscreen
displays*
Avilon
Weight (lb.)
Dimensions
see capabilities
see capabilities
—
ADS-B,
ADC, AHRS,
autopilot,
audio, engine
instruments,
flight director,
FMS, GPS,
Mode S transponder, Nav,
Com, TAWS,
weather radar
display
Business & Commercial Aviation | May 2017 71au
Purchase Planning Handbook
2017 Business Airplanes
Business jet operators are flying more than 4.3 million
missions per year, the highest since 2009 and even more
than in 2008 prior to the Great Recession.
BY FRED GEORGE fred.george@penton.com
he U.S. economy has show n
steady improvement as indicated by the 0.2%, 0.5% and
0.6% increases for November
and December 2016 and January 2017,
respectively, in the Conference Board
Leading Economic Index, a composite
measure of manufacturing activity, consumer and business demand for goods
and services, stock prices and new
building permits, among other factors.
But you’d never know there was any improvement from looking at the general
aviation market.
New aircraft sales revenues plunged
by nearly $5 billion in 2016 from one
year earlier, according to the General
Aviation Manufacturers Association
(GAMA). Business jet deliveries fell
from 718 units in 2015 to 661 units in
2016, the industry’s lowest figure since
2004. Activity was strongest in North
America and Europe, but a prolonged
and pronounced slump in Latin America, Asia-Pacific, the Middle East and
Africa dragged down total sales. North
America and Europe accounted for
more than 80% of turbofan deliveries
and more than two-thirds of the turboprop deliveries.
GA M A reports that turboprops
T
fared slightly better than in the previous year, with a slight uptick in deliveries from 557 units in 2015 to 582
deliveries in 2016. North America,
Asia-Pacific and Europe saw slight
increases, while Latin America witnessed a minor decline. Overall, turbine aircraft deliveries have remained
flat since 2009 and actually declined
since 2013. More telling, turbine aircraft sales revenues fell nearly 15% in
2016 compared to the previous year.
Piston aircraft deliveries also fell
by nearly 5% in 2016, although North
America had a slight increase, accounting for nearly 70% of the sales.
Yet, the size of the world’s turbofan
and turboprop fleet increased slightly
to 36,674 aircraft, according to GAMA
citing data published by Jetnet LLC.
Sales and deliveries of new aircraft
historically have tracked with global
economic activity. But that’s no longer the case in the business aircraft
industry, says Rolland Vincent of his
eponymous Aviation Consulting firm
in Plano, Texas. His firm surveys 500
business aircraft owners and operators every 90 days.
In collaboration with Utica, New
York-based Jetnet, Vincent publishes
72 Business & Commercial Aviation | May 2017
quarterly history and forecast reports
used for planning purposes by the
business aircraft industry.
The Jetnet IQ report for first quarter 2017, for instance, says that 80% of
North American respondents believe
the economy there will grow faster in
the next 12 months than in the previous
year. More than 80% of North Americans believe the Donald Trump administration will be beneficial to aviation
during the next year. And business jet
operators are flying more than 4.3 million missions per year, the highest since
2009 and even more than in 2008 prior
to the Great Recession.
Robert Stallard of Vertical Research
Partners also notes that business aircraft operations grew at 2.9% in early
2017 year-over-year. For early 2016,
year-over-year growth was only 1.1%
versus 2015.
The economies of China and India
should continue to expand, but the average GDP growth of 18 other nations,
including the U.S., will hover near 2.0%
in 2017, according to Vincent. These 20
nations account for most of the world’s
business aircraft.
Still, potential buyers are not rushing to new aircraft sales offices and
asking for demo flights. In fact, Vincent
projects that new turbofan aircraft
www.bcadigital.com
deliveries will drop again this year to
640 units, accompanied by a slight decline in sales revenues. And he forecasts another 5.5% decrease to 605
units in 2018.
The reason? Oversupply. Book-to-bill
ratios for Bombardier, Dassault, Embraer, Gulfstream and Textron all are
below 1:1, meaning that the manufacturers are taking fewer orders for new
equipment than the number of units
they ship from their plants. Dassault,
for example, had a book-to-bill ratio of
less than 0.5 to 1 in 2015 and 2016.
Asking prices for turbofan aircraft are
soft in 2017. Compare list prices in BCA’s
May 2016 Handbook with prices this year.
Most turbofans are priced the same as
last year, though a few Falcon and Gulfstream models show modest increases.
To increase competitiveness, Embraer
dropped the Legacy 600 in favor of the
new Legacy 650E that is priced $5.7 million less than last year’s Legacy 650. And
Gulfstream dropped the G150 from its
lineup due to low demand.
There also is a widening gap between list prices and sale prices. For
instance, Vincent says Bombardier is
selling some models at a 33% discount,
forcing other manufacturers to sacrifice profit margins or lose sales. While
the Canadian manufacturer garnered
the largest number of business aircraft
deliveries in 2016 among business jet
makers, any such discounting would
likely result in razor-thin margins.
Textron Aviation is faring better
than most others. CEO Scott Ernest’s
capacity discipline resulted in the best
book-to-bill ratio of any of the five jet
makers from 2013 through 2016. But
last year it still was hovering at slightly
less than 1:1, according to Vincent,
hardly a banner year for business jets.
This year, the FAA revised its general
aviation fleet forecast, lowering growth
of the general aviation fleet to 0.1% per
year for the next two decades, with new
turbine aircraft deliveries offsetting a
projected contraction of the piston aircraft fleet, according to its Aerospace
Forecast Report Fiscal Years 2017 to
2037. GAMA also notes that the general
aviation pilot population is shrinking,
although there was a slight uptick in
student starts in 2015. While the general aviation fleet growth is lackluster,
the FAA estimates that business jet operations will increase 3.0% from 2017 to
2037 in its latest forecast.
The report also says “there is uncertainty regarding the impact of the
new U.S. administration’s policies on
economic growth.” And with both U.S.
Rep. Bill Shuster (R-Penn.), chairman
of the House Transportation and Infrastructure Committee, and President Trump pushing to spin off FAA
ATC into to a private corporation with
a board of directors dominated by the
airlines, business aircraft operators potentially could face substantial airspace
and airport user fees.
On a more positive note, the FAA believes that the price for turbine fuel will
increase only modestly in 2017 because
the price of crude oil should stabilize at
about $47 per barrel, up from $39 per
barrel in 2016. Crude oil shouldn’t again
reach its 2013 price of $100 per barrel until 2026, according to the FAA Forecast.
Regardless of the price of fuel or user
fees, the FAA estimates that piston
D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.
C R O S S I N G T H E AT L A N T I C W A S
E A S Y C O M PA R E D T O
N A V I G AT I N G C O N G R E S S .
When “Lucky” Lindy made his transatlantic crossing, he didn’t have to deal
with an ocean of congressional wrangling (maybe that’s why they called him
“Lucky”). The prevailing winds blew in his favor. But today, those winds have
changed. Flying for business is more scrutinized than ever. Luckily, there’s
NBAA. We’ve made a home on the Hill, so that our members can make a
living in the sky. Because business aviation enables economic growth. And at
NBAA, we enable business aviation.
Join us at nbaa.org/join.
www.bcadigital.com
Business & Commercial Aviation | May 2017 73
Purchase Planning Handbook
HTF7700L turbofans, features Garmin
G5000 avionics and offers double-club
seating for eight passengers.
Vincent foresees a sweet spot in the
business jet market for 3,000-nm to
4,000-nm super-mids, such as the Longitude. Textron’s new model could spur
Bombardier, Embraer and Gulfstream
to look at derivatives or new models
in this segment. He’s also bullish on
the Falcon 5X because of its cabin size,
range and fuel efficiency. But ongoing
problems with its Snecma Silvercrest
turbofans have slowed Dassault’s de-
BOMBARDIER
aircraft deliveries will continue to decline. In 2016, piston-engine aircraft
deliveries from U.S. manufacturers
were down 4.2% from 2015, according
to GAMA. The FAA estimates that
the piston aircraft fleet will atrophy at
0.8% per year from 2017 to 2036, due
to “unfavorable pilot demographics,
overall increased cost of aircraft ownership” and “new aircraft deliveries not
keeping pace with retirements of the
aging fleet.”
Nonetheless, most piston aircraft
manufacturers are hiking prices this
Bombardier’s Global 7000 did not make it into the tables this
year because performance details were not released by the
manufacturer. Look for its debut in the 2018 edition.
year. That includes Cirrus Aircraft,
P ip er a nd Tex tron Av iation , but
Mooney, whose future seems uncertain,
is holding 2016 pricing for its M20 models. Notably, GAMA reports Mooney
delivered just seven aircraft in 2016,
and there is very little activity at the
factory in Kerrville, Texas. However,
the M20U Ovation Ultra and M20V Acclaim Ultra, models featuring left- and
right-side doors, received certification
in March, and development of the diesel-powered models was still pending
as we closed this issue.
Not all the news for 2017 is bad, however. This year, Textron Aviation’s
3,500-nm range super-midsize Cessna
CE -700 Citation Longitude makes
its debut in the Purchase Planning
Handbook. Due for certification late
this year, the Longitude’s evolutionary design combines a stretched and
strengthened Citation Latitude fuselage mated to proven wing and empennage structures that were modified and
adapted for the mission. The aircraft
is powered by well-proven Honeywell
velopment program by several years.
G u l fs t r e a m’s 6 , 2 0 0 -n m r a n ge ,
Mach 0.85 cruise G600 also is making its debut in this year’s Handbook.
A longer cabin, wider wingspan and
longer-range derivative of the G500, it
features active side-sticks, fly-by-wire
(FBW) flight controls and Gulfstream’s
signature Symmetry flight deck. It’s
slated for certification late next year.
Bombardier’s Global 7000 was due
to make its debut in this year’s Handbook. But the manufacturer declined
to release performance details despite
having two aircraft in flight testing. A
third test aircraft, slated for first flight
later this year, should be fully production conforming, Vincent believes. Look
for the Global 7000 to appear in the
2018 Handbook.
The single-engine turboprop sector also remains stable to strong. Epic,
Piper, Mahindra, Quest and Textron
held prices unchanged or close to 2016
levels. Epic Aircraft is making changes
to the E1000 to ensure it complies with
upcoming certification requirements.
74 Business & Commercial Aviation | May 2017
Daher is replacing the TBM 900 with
the TBM 910, a derivative upgraded
with Garmin G1000 NXi avionics and
other modifications. Both Daher and
Pilatus increased prices in response to
strong order books.
While most new piston and turbofan
aircraft deliveries remain stubbornly
stagnant, several developments are
buoying spirits in the business aircraft industry. The European Aviation
Safety Agency (EASA) issued final regulations permitting commercial singleengine turbine aircraft operations in
instrument meteorological conditions
(IMC). Notably, Europe is the last large
business aircraft market that, with few
exceptions, did not permit commercial
single-engine operations in IMC.
After seven years, the 36-state International Civil Aviation Organization
(ICAO) council adopted uniform CO2
emission standards for aircraft. Such
standardization facilitates creation of
market-based measures to move toward carbon-neutral growth of aircraft
operations by 2020. Reduction in CO2
will be made possible by more-efficient
air traffic management, use of sustainable alternative fuels, replanting rain
forests and developing more-fuel-efficient aircraft.
The FAA also continues to progress
through Phase II of its Piston Aviation Fuels Initiative by developing a
drop-in replacement unleaded avgas
by 2018. Shell Oil and Swift Fuels
have been selected to partner with
the FAA to develop ASTM standards
for unleaded avgas that will have the
least technical and financial impact
on general aviation aircraft operators and establish a fuel distribution
infrastructure. However, it’s still not
clear how much the price of that fuel
will change from the cost per gallon of
100LL gasoline.
So, in the short term, look for singleengine and multiengine turboprops
to be solid sellers. The piston-engine
market is in for a rough ride because
of aging pilot demographics, increasing direct operating costs and tougher
local airport authority rules, regulations and restrictions, particularly
in California. The turbofan aircraft
market will remain relatively flat because of oversupply in almost all segments. But a new generation of roomy,
fuel-efficient and fast U.S. transcontinental-range and transatlantic-range
super-midsize to large-cabin aircraft
hold the promise to lift the turbofan
sector out of its doldrums. BCA
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TheSpaceYouNeed
TheServiceYouDeserve
Hangars. Service. FBOs.
Learn more at EBACE2017 • Booth G88
sheltairaviation.com
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Purchase Planning Handbook
Purchase Planning
How to Use the Airplane Charts
BOMBARDIER
or an aircraft to be listed in the
Purchase Planning Handbook, a
production conforming article
must have flown by May 1 of this
year. The dimensions, weights and
performance characteristics of each
model listed are representative of the
current production aircraft being built
or for which a type certificate application has been filed. The basic operating
weights we publish should be representative of actual production turboprop
and turbofan aircraft because we ask
manufacturers to supply us with the
average weights of the last 10 commercial aircraft that have been delivered.
However, spot checks of some manufacturers’ BOW numbers reveal anomalies. We reserve the right to make
adjustments to weights, dimensions
and performance data. These data adjustments will be noted in the Remarks
F
section for specific models as “BCA Estimated Data.”
The takeoff field length distances are
based on maximum takeoff weight for
maximum range missions.
Please note that “all data preliminary” in the Remarks section indicates
that actual aircraft weight, dimension
and performance numbers may vary
considerably after the model is certified and delivery of completed aircraft
begins. ***All data for these aircraft is
highlighted with a blue tint.***
Manufacturer, Model
and Type Designation
In some cases, the airplane manufacturer’s name is abbreviated. The model
name and the type designation also are
included in this group.
76 Business & Commercial Aviation | May 2017
BCA Equipped Price
υ⁳Price estimates are first quarter,
current year dollars for the next available delivery. Some aircraft have long
lead times, thus the actual price will be
higher than our published price because
of block point changes and inflation adjustments. Note well, manufacturers
may change prices without notification.
υ⁳Piston-powered airplanes — Computed
retail price with at least the level of
equipment specified in the “BCA Required Equipment List.”
υ⁳Turbine-powered airplanes — Computed retail price with at least the level
of equipment specified in the “BCA Required Equipment List,” if available.
Some manufacturers decline to provide
us with actual prices of delivered aircraft, so we may estimate them. The aircraft serial numbers aren’t necessarily
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consecutive because of variations in
completion time and because some aircraft may be configured for non-commercial, special missions.
Characteristics
υ⁳Seating: Crew + Typical Executive
Seating/High-Density Seating/Max
Certification Seating — For example,
2+8/13/19 indicates that the aircraft requires two pilots, there are eight seats
in the typical executive configuration,
13 seats with optional high-density seating and up to 19 passenger seats based
upon FAA and/or EASA certification
limits. A four-place single-engine aircraft is shown as 1+3/3, indicating that
one pilot is required and there are three
other seats available for passengers. We
require two pilots for all turbofan airplanes, except for single-pilot certified
aircraft such as the Cirrus Vision SF-50,
Eclipse 550, Cessna Citation CJ series,
HondaJet and Syberjet SJ30-2, which
have, or will have, a large percentage of
single-pilot operators. Four crewmembers are specified for ultra-long-range
aircraft — three pilots and one flight
attendant. However, Dassault only provides data with three crewmembers
aboard for its ultra-long-range aircraft,
thus the notations for the Falcon 8X.
Each occupant of a turbine-powered
airplane is assumed to weigh 200 lb.,
thereby allowing for stowed luggage and
carry-on items. In the case of pistonengine airplanes, we assume each occupant weighs 170 lb. There is no luggage
allowance for piston-engine airplanes.
υ⁳Wing Loading — MTOW divided by total wing area.
υ⁳Power Loading — MTOW divided by
total rated takeoff horsepower or total
rated takeoff thrust.
υ⁳FAR Part 36 Certified Noise Levels —
Flyover noise in A-weighted decibels
(dBA) for small and turboprop aircraft.
For turbofan-powered aircraft, we provide Part 36 EPNdB (effective perceived
noise levels) for Lateral, Flyover and
Approach.
Dimensions
υ⁳External Length, Height and Span dimensions are provided for use in determining hangar and/or tie-down space
requirements.
Internal Length, Height and Width
are based on a completed interior, including insulation, upholstery, carpet,
carpet padding and fixtures. Note well:
These dimensions are not intended to be
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based upon green aircraft dimensions.
They must reflect the actual net dimensions with all soft goods installed. Some
manufacturers provide optimistic measurements, thus prospective buyers are
advised to measure aircraft themselves.
As shown in the Cabin Interior Dimensions illustration, for small airplanes other than “cabin-class” models,
the length is measured from the forward bulkhead ahead of the rudder
pedals to the back of the rear-most
passenger seat in its normal, upright
position. The upright position of the aft
seat backs allows room for luggage in
the cabin.
For so-called cabin-class and larger
aircraft, we show two or three dimensions, depending on aircraft class. The
first is the overall length of the passenger cabin, measured from the aft side
of the forward cockpit/cabin divider to
the aft-most bulkhead of the cabin. The
aft-most point is defined by the rear side
of a baggage compartment that is accessible to passengers in flight or the aft
pressure bulkhead. The overall length is
reduced by the length of any permanent
mounted system or structure that is
installed in the fuselage ahead of the aft
bulkhead. For example, some aircraft
have full fuselage cross-section fuel
tanks mounted ahead of the aft pressure bulkhead.
The second length number is the net
length of the cabin that routinely is occupied by passengers. It’s measured
from the aft side of the forward cockpit/
cabin divider to an aft point defined by
the rear of the cabin floor capable of
supporting passenger seats, the rear
wall of an aft galley or lavatory, an auxiliary pressure bulkhead or the front wall
of the pressurized baggage compartment. Some aircraft have the same net
and overall interior length because the
manufacturer offers at least one interior
configuration with the aft-most passenger seat located next to the front wall of
the aft luggage compartment.
The third length dimension is the main
seating area of the cabin, including all
passenger seats in the standard aircraft configuration that are certified
for full-time occupancy. Some manufacturers may fit their aircraft with
forward, side-facing divans, ahead of
areas with individual fore-aft facing
chairs. The main seating length dimension may include such forward cabin
side-facing divans at the discretion of
the manufacturer. The length of the
lavatory, even though it may have a
seat certified for full-time occupancy,
may not be included in the main seating
length dimension.
Interior height is measured at the
center of the cabin cross-section. If
the aircraft has a dropped aisle, the
maximum depth below the adjacent
cabin f loor is shown. Some aircraft
have dropped aisles of varying depths,
resulting in less available interior net
height in certain sections of the cabin.
Two width dimensions are shown for
multiengine turbine airplanes — one
at the widest part of the cabin and the
other at floor level. The dimensions,
however, are not completely indicative
of the usable space in a specific aircraft
because of individual variances in interior furnishings.
Power
Number of engines, if greater than one,
and the abbreviated name of the manufacturer: GE — General Electric; GE/
Honda — General Electric and Honda;
Honeywell; CFMI — CFM International;
IAE — International Aero Engines; Lyc
— Textron Lycoming; P&WC — Pratt
Business & Commercial Aviation | May 2017 77
Purchase Planning Handbook
& Whitney Canada; RR — Rolls-Royce;
Snecma; TCM — Teledyne Continental;
and Wms — Williams International.
υ⁳Output — Takeoff rated horsepower
for propeller-driven aircraft or pounds
thrust for turbofan aircraft. If an engine is flat rated, enabling it to produce
takeoff rated output at a higher than
ISA (standard day) ambient temperature, the flat rating limit is shown as
ISA+XXC. Highly flat-rated engines, i.e.
engines that can produce takeoff rated
thrust at a much higher than standard
ambient temperature, typically provide
substantially improved high density altitude, climb and high-altitude cruise
performance.
υ⁳Inspection Interval is the longest scheduled hourly major maintenance interval
for the engine, either “t” for TBO or “c”
for compressor zone inspection. In some
fuel required to fly 1.5 hr. at high-speed
cruise.
υ⁳Max ramp, max takeoff and max landing
weights may be the same for light aircraft that may only have a certified max
takeoff weight.
υ⁳EOW/BOW — Empty Operating Weight
is shown for piston-powered airplanes.
EOW is based on the factory standard
weight, plus items specified in the “BCA
Required Equipment List,” less fuel,
loose equipment and cabin stores.
Basic Operating Weight is shown
for turbine-powered airplanes. BOW is
based on the average EOW weight of
the last 10 commercial deliveries, plus
200 lb. for each required crewmember.
Three flight crewmembers and one
cabin crewmember are required for
ultra-long-range aircraft, unless otherwise noted.
AIRBUS CORPORATE JETS
cases, we show a second number if the
engine manufacturer has obtained an
extended maintenance interval, provided that the engines are enrolled in
the manufacturer’s service program.
OC is shown only for engines that have
“on condition” repair or replace parts
maintenance.
Weights (lb.)
Weight categories are listed as appropriate to each class of aircraft.
υ⁳Max Ramp — Maximum ramp weight
for taxi.
υ⁳Max Takeoff — Maximum takeoff
weight as determined by structural
limits.
υ⁳Max Landing — Maximum landing
weight as determined by structural
limits.
υ⁳Zero Fuel — Maximum zero fuel weiht,
shown by “c,” indicating the certified
MZFW or “b,” a BCA-computed weight
based on MTOW minus the weight of
While there is no requirement to
add in the weight of cabin stores, some
manufacturers choose to include galley
stores and passenger supplies as part of
the BOW build-up. Life vests, life rafts
and appropriate deep-water survival
equipment are included in the weight
buildup of the 80,000+ lb., ultra-longrange aircraft.
υ⁳Max Payload — Zero Fuel weight minus EOW or BOW, as appropriate. For
piston-engine airplanes, Max Payload
frequently is a computed value because
it is based on the BCA (“b”) computed
maximum ZFW.
υ⁳Max Fuel — Usable fuel weight based
on 6.0 lb. per U.S. gallon for avgas or 6.7
lb. per U.S. gallon for jet fuel. Fuel quantity is based upon the largest capacity
tanks that are available as standard
equipment.
υ⁳Available Payload With Max Fuel — Max
Ramp weight minus the tanks-full
weight, not to exceed Zero Fuel weight
minus EOW or BOW.
78 Business & Commercial Aviation | May 2017
υ⁳Available Fuel With Max Payload —
Max Ramp weight minus Zero Fuel
weight, not to exceed maximum fuel
capacity.
Limits
BCA lists V speeds and other limits as
appropriate to the class of airplane.
These are the abbreviations used on the
charts:
υ⁳VNE — Never exceed speed (redline for
piston-engine airplanes).
υ⁳VNO — Normal operating speed (top
of the green arc for piston-engine
airplanes).
υ⁳V MO — Maximum operating speed
(redline for turbine-powered airplanes).
υ⁳M MO — Maximum operating Mach
number (redline for turbofan-powered airplanes and a few turboprop
airplanes).
υ⁳FL/VMO — Transition altitude at which
VMO equals MMO (large turboprop and
turbofan aircraft).
υ⁳VA — Maneuvering speed (except for
certain large turboprop and all turbofan
aircraft).
υ⁳VDEC — Accelerate/stop decision speed
(multiengine piston and light multiengine turboprop airplanes).
υ⁳VMCA — Minimum control airspeed,
airborne (multiengine piston and light
multiengine turboprop airplanes).
υ⁳VSO — Maximum stalling speed, landing configuration (single-engine airplanes).
υ⁳V X — Best angle-of-climb speed (single-engine airplanes).
υ⁳VxSE — Best angle-of-climb speed, oneengine inoperative (multiengine piston
and multiengine turboprop airplanes
under 12,500 lb.).
υ⁳VY — Best rate-of-climb speed (singleengine airplanes).
υ⁳VYSE — Best rate-of-climb speed, oneengine inoperative (multiengine piston
and multiengine turboprop airplanes
under 12,500 lb.).
υ⁳V2 — Takeoff safety speed (large turboprops and turbofan airplanes).
υ⁳VREF — Reference landing approach
speed (large turboprops and turbofan
airplanes, four passengers, NBAA IFR
reserves; eight passengers for ultralong-range aircraft).
υ⁳PSI — Cabin pressure differential (all
pressurized airplanes).
Airport Performance
Airplane Flight Manual takeoff runway
performance is shown for sea level, standard day and for 5,000-ft. elevation/25C
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Cabin Length
they have a 5,000-ft. head start on the
climb to cruise altitude.
Climb
The all-engine time to climb provides
an indication of overall climb performance, especially if the aircraft has an
all-engine service ceiling well above
our sample time-to-climb altitudes. We
provide the all-engine time to climb to
one of three specific altitudes, based
on type of aircraft departing at MTOW
from a sea-level, standard-day airport:
(1) FL 100 (10,000 ft.) for normally aspirated single-engine and multiengine
piston aircraft, plus pressurized singleengine piston aircraft and unpressurized turboprop aircraft; (2) FL 250 for
pressurized single-engine and multiengine turboprop aircraft; or (3) FL 370
for turbofan-powered aircraft. These
data are published as time-to-climb in
minutes/climb altitude. For example, if
a non-pressurized twin-engine piston
aircraft can depart from a sea-level airport at MTOW and climb to 10,000 ft.
in 8 min., the time to climb is expressed
as 8/FL 100.
We also publish the initial all-engine
climb feet per nautical mile gradient, plus initial engine-out climb rate
and gradient, for single-engine and
multiengine pistons and turboprops
with MTOWs of 12,500 lb. or less.
The one-engine-inoperative (OEI)
climb rate for multiengine aircraft at
MTOW is derived from the Airplane
Flight Manual. OEI climb rate and
gradient are based on landing gear retracted and wing flaps in the takeoff
configuration used to compute the published takeoff distance. The climb gradient for such airplanes is obtained by
dividing the product of the climb rate
(fpm) in the Airplane Flight Manual
times 60 by the VY or VYSE climb speed,
as appropriate.
The OEI climb gradients we show for
FAR Part 23 Commuter Category and
FAR Part 25 Transport Category aircraft are the second-segment net climb
performance numbers published in the
AFMs. Please note: The AFM net second-segment climb performance numbers are adjusted downward by 0.8% to
compensate for variations in pilot technique and ambient conditions.
The OEI climb gradient is computed
at the same flap configuration used to
calculate the takeoff field length.
Ceilings (ft.)
υ⁳Maximum Certificated Altitude — Maximum allowable operating altitude
FAR Part 25 and Part 23 Commuter Category OEI Climb Performance
OEI En Route
Climb Performance
Takeoff Flight Path/OEI Climb Gradient (Gear Up)
First
Segment
Accelerate-Go
Takeoff Field Length
Initial OEI Climb
(Gear Down)
Liftoff
Accelerate-Stop
Distance
Reference
Zero
Third or Transition Fourth or Final
Segment
Segment
Flaps Up (If Applicable)
e
acl
t
Obs
35'
Brake
Release
Crucial Second
Segment
Obstacle Height Above
Reference Zero
day density altitude. All-engine takeoff
distance (TO) is shown for single-engine
and multiengine piston, and turboprop
airplanes with an MTOW of less than
12,500 lb. Takeoff distances and speeds
assume MTOW, unless otherwise noted.
υ⁳Accelerate/Stop distance (A/S) is
shown for small multiengine piston and
small turboprop airplanes.
υ⁳Takeoff Field Length (TOFL), the greater
of the one-engine inoperative (OEI)
takeoff distance or the accelerate/stop
distance, is shown for FAR Part 23
Commuter Category and FAR Part 25
airplanes. If the accelerate/stop and accelerate/stop distances are equal, the
TOFL is the balanced field length.
υ⁳Landing distance (LD) is shown for
FAR Part 23 Commuter Category and
FAR Part 25 Transport Category airplanes. The landing weight is BOW plus
four passengers and NBAA IFR fuel
reserves. We assume that 80,000+ lb.
ultra-long-range aircraft will have eight
passengers on board.
υ⁳V2 and VREF speeds are useful for reference when comparing the TOFL and
LD numbers because they provide an
indication of potential minimum-length
runway performance when low RCR or
runway gradient is a factor.
BCA lists two additional warm day
airport performance numbers for large
turboprop- and turbofan-powered airplanes. First, we publish the Mission
Weight, which is the maximum allowable takeoff weight when departing a
5,000-ft. elevation/ISA+20C airport
with at least four passengers aboard.
Mission Weight, when departing from
a 5,000-ft./ISA+20C airport, may be
less than the MTOW at sea level on a
standard day because of FAR Part 25
second-segment, one-engine-inoperative, climb performance requirements.
If maximum allowable mission weight
at takeoff is restricted under said conditions, it’s flagged with a “p.” Aircraft
with highly flat-rated engines are less
likely to have a performance limited
mission weight when departing under
said warm day conditions.
Second, we publish the NBAA IFR
range for said warm day conditions,
assuming a transition into standardday, ISA flight conditions after takeoff. For purposes of computing NBAA
IFR range, the aircraft is flown at the
long-range cruise speed shown in the
“Cruise” block or at the same speed as
shown in the “Range” block. Notably,
some aircraft may actually have slightly
better range performance when departing from said warm day airport because
Gear Up
Actual Climb Gradient Required
to Clear Close-in Obstruction
Distance From Reference Zero
Business & Commercial Aviation | May 2017 79
Purchase Planning Handbook
BCA shows various paper missions
for each aircraft that illustrate range
versus payload tradeoffs, runway and
cruise performance, plus fuel efficiency.
Similar to the cruise profile calculations, BCA limits the maximum altitude
to 12,000 ft. for normally aspirated,
non-pressurized CAR3/FAR Part 23
aircraft, 25,000 ft. for turbocharged
non-pressurized airplanes with supplemental oxygen, 10,000 ft. cabin altitude
for pressurized CAR 3/FAR Part 23 airplanes and 8,000 ft. cabin altitude for
FAR Part 23 Commuter Category or
FAR Part 25 aircraft.
υ⁳Seats-Full Range (Single-Engine Piston
Airplanes) — Based on typical executive
configuration with all seats filled with
170-lb. occupants, with maximum available fuel less 45-min. IFR fuel reserves.
We use the lower of seats full or maximum payload.
υ⁳Tanks-Full Range (Single-Engine Piston
Airplanes) — Based on one 170-lb. pilot,
full fuel less 45-min. IFR fuel reserves.
υ⁳Max Fuel With Available Payload (SingleEngine Turboprops) — Based on BOW,
plus full fuel and the maximum available payload up to maximum ramp
weight. Range is based on arriving at
destination with NBAA IFR fuel reserves, but only a 100-mi. alternate is
required.
υ⁳Ferry (Multiengine Piston Airplanes and
Single-Engine Turboprops) — Based on one
170-lb. pilot, maximum fuel less 45-min.
IFR fuel reserves.
Please note: None of the missions for
piston-engine aircraft includes fuel for
diverting to an alternate. However, single-engine turboprops are required to
have NBAA IFR fuel reserves, but only
a 100-mi. alternate is required.
N BA A IFR range format cruise
profiles, having a 200-mi. alternate,
are used for turbine-powered aircraft
with MTOWs equal to, or greater than,
22,000 lb. Turbine aircraft having
MTOWs less than 22,000 lb. only need a
100-mi. NBAA alternate. The difference
in alternate requirements should be kept
in mind when comparing range performance of various classes of aircraft.
υ⁳Available Fuel With Max Payload (Multiengine Turbine Airplanes) — Based on
aircraft loaded to maximum zero fuel
weight with maximum available fuel up
to maximum ramp weight, less NBAA
IFR fuel reserves at destination.
υ⁳Available Payload With Max Fuel (Multiengine Turbine Airplanes) — Based on
BOW plus full fuel and maximum available payload up to maximum ramp
weight. Range based on NBAA IFR reserves at destination.
υ⁳Full/Max Fuel With Four Passengers
(Multiengine Turbine Airplanes) — Based
on BOW plus four 200-lb. passengers
and the lesser of full fuel or maximum
available fuel up to maximum ramp
NBAA IFR RANGE PROFILE
Conditions: Origin, destination and alternate
airports are sea level elevation, ISA, zero
wind, maximum of three cruise levels,
30-minute VFR fuel reserve at alternate.
80 Business & Commercial Aviation | May 2017
Final Cruise
t to
3,000-fpm Descen ernate
VFR Landing at Alt
nt
3,000-fpm Desce Fix
h
to Initial Approac
Standard Instrument
Approach
(Fuel = 5 Minute
Hold @ 5,000 ft)
Climb to 200
nm
Alternate Cruis
e
Altitude
Long-Range Cruise
for 200 nm
Alternate
limb
pC
Ste
Initial Cruise
b
Intermediate
Cruise
Clim
Cruise performance is computed using
EOW with four occupants or BOW with
four passengers and one-half fuel load.
Ultra-long-range aircraft carry eight
passengers for purposes of computing
cruise performance.
Assume 170 lb. for each occupant of
a piston-engine airplane and 200 lb.
for each occupant of a turbine-powered aircraft.
υ⁳Long Range — True air speed (TAS),
fuel flow in pounds/hour, flight level (FL)
cruise altitude and specific range for longrange cruise by the manufacturer.
υ⁳Recommended (Piston-Engine Airplanes)
— TAS, fuel flow in pounds/hour, FL
cruise altitude and specific range for
normal cruise performance specified
by the manufacturer.
υ⁳Hig h Speed — TAS, fuel f low in
pounds/hour, FL cruise altitude and
specific range for short-range, highspeed performance specified by the aircraft manufacturer.
Speed, fuel flow, specific range and altitude in each category are based on one
mid-weight cruise point and these data
reflect standard-day conditions. They
are not an average for the overall mission and they are not representative of
the above standard-day temperatures at
cruise altitudes commonly encountered
in everyday operations.
BCA imposes a 12,000-ft. maximum
cabin altitude requirement on CAR3/
FAR Part 23 normally aspirated aircraft. Non-pressurized turbocharged
piston-engine airplanes are limited to
FL 250, providing they are fitted with
supplemental oxygen systems having
sufficient capacity for all occupants for
the entire duration of the mission. Pressurized CAR3/FAR Part 23 aircraft are
limited to a maximum cabin altitude of
10,000 ft. For FAR Part 23 Commuter
Category and FAR Part 25 aircraft, the
maximum cabin altitude for computing
Range
Step
Cruise
cruise performance is 8,000 ft.
To conserve space, we use flight levels
(FL) for all cruise altitudes, which is appropriate considering that we assume
standard-day ambient temperature
and pressure conditions. Cruise performance is subject to BCA’s verification.
Taxi :10
Takeoff :01
determined by airworthiness authorities.
υ⁳All-Engine Service Ceiling — For turbofan aircraft: maximum altitude at
which at least a 300-fpm rate of climb
can be attained, assuming the aircraft
departed a sea-level, standard-day airport at MTOW and climbed directly to
altitude. For piston and turboprop aircraft: 100 fpm rate of climb.
υ⁳OEI (Engine Out) Service Ceiling
υ⁳Sea-Level Cabin (SLC) Altitude — Maximum cruise altitude at which a 14.7-psia,
sea-level cabin altitude can be maintained in a pressurized airplane.
Climb to 5,000 ft and
Hold Five Minutes for
Clearance to Alternate
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TEXTRON AVIATION/CITATION LONGITUDE FIRST FLIGHT
weight. Ultra-long-range aircraft must
have eight passengers on board.
υ⁳Ferry (Multiengine Turbine Airplanes) —
Based on BOW, required crew and full
fuel, arriving at destination with NBAA
IFR fuel reserves.
We allow 2,000-ft. increment step
climbs above the initial cruise altitude to improve specific range performance, even though current air
traffic rules in North America provide
for 4,000-ft. altitude semicircular directional traffic separation above FL
290. The altitude shown in the range
section is the highest cruise altitude
for the trip — not the initial cruise or
mid-mission altitude.
The range profiles are in nautical
miles, and the average speed is computed by dividing that distance by the
total flight time or weight-off-wheels
time en route. The Fuel Used or Trip
Fuel includes the fuel consumed for
start, taxi, takeoff, cruise, descent and
landing approach but not after-landing
taxi or reserves.
The Specific Range is obtained by
dividing the distance flown by the total
fuel burn. The Altitude is the highest
cruise altitude achieved on the specific
mission profile shown.
Missions
Various paper missions are computed
to illustrate the runway requirements,
speeds, fuel burns and specific range,
plus cruise altitudes. The mission
ranges are chosen to be representative
for the airplane category. All fixeddistance missions are flown with four
passengers on board, except for ultra-long-range airplanes, which have
eight passengers on board. The pilot
is counted as a passenger on board
piston-engine airplanes. If an airplane
cannot complete a specific fixed distance mission with the appropriate payload, BCA shows a reduction of payload
in the remarks section or marks the
fields NP (Not Possible) at our option.
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Learn how being in the right place, at the right time,
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Business & Commercial Aviation | May 2017 81
Purchase Planning Handbook
BCA Required Equipment List
Jets ≥20,000 lb.
Jets <20,000 lb.
Turboprops >12,500 lb.
Turboprops ≤12,500 lb.
Single-Engine Turboprops
Multiengine Pistons, Turbocharged
Multiengine Pistons
Single-Engine Pistons, Pressurized
Single-Engine Pistons, Turbocharged
Single-Engine Pistons
POWERPLANT SYSTEMS
Batt temp indicator (nicad only, for each battery)
Engine synchronization
Fire detection, each engine
Fire extinguishing, each engine
Propeller, reversible pitch
Propellers, synchronization
Thrust reversers
AVIONICS
ADF receiver (non U.S. deliveries)
Altitude alerter
Altitude encoder
Audio control panel
Automatic flight guidance, 2-axis, alt hold
Automatic flight guidance, 3-axis, alt hold
Digital air data computer
DME or approved GPS distance indication
EFIS/large-format flat-panel displays
ELT
FMS (TSO C115) or GPS (TSO C129/145/146)
Marker beacon receiver
Radio altimeter
RVSM certification
Satcom, Iridium, or Inmarsat
TAS or TCAS I
TAWS
TCAS I/II
Transponder, Mode S 1090ES
VHF comm transceiver, 25-KHz spacing
VHF comm tranceiver, 8.33-kHz spacing
VOR/ILS
Weather data link
Weather radar
GENERAL
Air conditioning, vapor cycle (not required with APU)
Anti-skid brakes (not required MTOW <10,000 lb.)
APU (required for air-start engines, ACM air conditioning)
Cabin/cockpit bulkhead divider
Corrosion-proofing
Exterior paint, tinted windows
Fire extinguisher, cabin
Fire extinguisher, cockpit
Fuel tanks, long-range
Ground power jack
Headrests, air vents at all seats
Lavatory
Lights, external — nav/beacon/strobe/landing/taxi
Lights, internally illuminated instrument/cockpit flood
Oxygen, supplemental — all seats
Refreshment center
Seats, crew, articulating
Seats, passenger, reclining
Shoulder harness, all seats/crew with inertial reel
Tables, cabin work
ICE AND RAIN PROTECTION
Alternate static pressure source (not required with dual DADC)
Flight Into Known Icing (FIKI) approval
Ice protection plates
Pitot heat
Windshield rain removal, mechanical/pneumatic/hygroscopic
INSTRUMENTATION
Angle-of-attack stall margin indicator
EGT
IVSI (or equivalent DADC function)
OAT
Primary flight instruments
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
ORequired
ODual Required
82 Business & Commercial Aviation | May 2017
O
O
Runway performance is obtained
from the Approved Airplane Flight
Manual. Takeoff distance is listed for
single-engine airplanes; accelerate/
stop distance is listed for piston twins
and light turboprops; and takeoff field
length, which often corresponds to balanced field length, is used for FAR Part
23 Commuter Category and FAR Part
25 large Transport Category airplanes.
Flight Time (takeoff to touchdown,
or weight-off-wheels, time) is shown
for turbine airplanes. Some piston-engine manufacturers also include taxi
time, resulting in a chock-to-chock,
Block Time measurement. Fuel Used,
though, is the actual block fuel burn
for each type of aircraft, but it does not
include fuel reserves. The cruise altitude shown is that which is specified
by the manufacturer for fixed-distance
missions.
υ⁳200 nm — (Piston-engine airplanes).
υ⁳500 nm — (Piston-engine airplanes).
υ⁳300 nm — (Turbine-engine airplanes,
except ultra-long-range).
υ⁳600 nm — (Turbine-engine airplanes,
except ultra-long-range).
υ⁳1,000 nm — (A ll turbine- engine
airplanes).
υ⁳3,000 nm — (Ultra-long-range turbine-engine airplanes).
υ⁳6,000 nm — (Ultra-long-range turbine-engine airplanes).
Remarks
In this section, BCA generally includes
the base price, if it is available or applicable; the certification basis and
year; and any notes about estimations,
limitations or qualifications regarding
specifications, performance or price.
All prices are in 2017 dollars, FOB at
a U.S. delivery point, unless otherwise
noted. The certification basis includes
the regulation under which the airplane
was originally type certified, the year
in which it was originally certified and,
if applicable, subsequent years during
which the airplane was re-certified.
“BCA Estimated Data” indicates that
we made adjustments to data provided
by manufacturers.
General
The following abbreviations are used
throughout the tables: “NA” means not
available; “—” indicates the information is not applicable and “NP” signifies that specific performance is not
possible. BCA
www.bcadigital.com
BUSINESS AIRPL ANES
Single-Engine Pistons normally aspirated
Manufacturer
Model
BCA Equipped Price
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Power
Cirrus Design
SR22
$389,900
$466,880
$480,000
$539,900
1+3/4
1+3/3
1+3/3
16.2
17.8
23.5
Power Loading
14.65
13.75
13.48
11.61
Noise (dBA)
83.4
77.7
77.7
83.7
Length
26.0
24.7
29.0
26.0
Height
8.9
7.9
9.3
8.9
Span
38.3
35.4
36.0
38.3
Length
8.0
7.7
7.2
8.0
Height
4.1
3.7
4.0
4.1
Width
4.1
3.5
3.5
4.1
Engine
Lyc
IO-390-C3B6
Lyc
IO-360-C1C6
Lyc
IO-540-AB1A5
Cont
IO-550-N
215
200
230
310
2,000t
2,000t
2,000t
2,000t
Max Ramp
3,160
2,758
3,110
3,610
Max Takeoff
3,150
2,750
3,100
3,600
Max Landing
3,150
2,750
2,950
3,600
Zero Fuel
3,043b
2,636b
2,976b
3,400c
EOW
2,260
2,120
1,798
1,965
Max Payload
923
838
1,011
1,140
Useful Load
1,040
960
1,145
1,350
Max Baggage
130
200
200
130
Max Fuel
336
432
522
552
Available Payload w/Max Fuel
704
528
623
798
Available Fuel w/Max Payload
117
122
135
210
VNE
201
183
175
205
Limits
Airport
Performance
VNO
164
146
140
176
VA
133
118
110
140
TO (SL elev./ISA temp.)
2,530
1,600
1,514
1,756
TO (5,000-ft. elev.@25C)
4,305
3,250
2,708
3,016
VSO
62
55
49
64
VX
81
78
65
88
VY
Time to Climb (min.)/Altitude
Initial Gradient (ft./nm)
Ceiling (ft.)
Service
Long Range
Recommended
Seats Full
Tanks Full
Missions
(4 occupants)
Remarks
www.bcadigital.com
540
560
694
775
17,500
16,200
18,100
17,500
160
124
125
51
61
68
Altitude
FL 080
FL 100
FL 100
FL 080
Specific Range
2.547
2.431
2.049
2.353
145
130
135
171
Fuel Flow
61
68
69
92
Altitude
FL 080
FL 090
FL 100
FL 080
Specific Range
2.369
1.912
1.957
1.859
152
137
144
180
Fuel Flow
71
76
83
107
Altitude
FL 080
FL 060
FL 060
FL 080
Specific Range
2.129
1.803
1.735
1.682
Nautical Miles
672
537
795
1,118
Average Speed
135
121
131
162
Fuel Used
275
156
414
492
2.444/FL 080
3.442/FL 070
1.920/FL 120
2.272/FL 080
Nautical Miles
672
926
912
1,118
Average Speed
135
121
131
162
Fuel Used
275
408
471
492
2.444/FL 080
2.270/FL 070
1.936/FL 120
2.272/FL 080
Runway
1,685
1,600
1,216
1,303
Block Time
1+26
1+29
1+37
1+09
Fuel Used
112
125
123
127
1.786/FL 080
1.600/FL 070
1.626/FL 120
1.575/FL 080
Specific Range/Altitude
500 nm
108
11/FL 100
53
Specific Range/Altitude
200 nm
80
15/FL 100
135
Specific Range/Altitude
Ranges
90
16/FL 100
TAS
TAS
High Speed
88
20/FL 100
Fuel Flow
TAS
Cruise
Cessna Skylane
CE-182T
21.7
Output (hp)
Climb
Textron Aviation
Arrow
PA-28R-201
1+3/4
Inspection Interval
Weights (lb.)
Piper
SR20
Wing Loading
Seating
Characteristics
Cirrus Design
Runway
1,685
1,600
1,369
1,519
Block Time
3+30
3+50
3+52
2+49
Fuel Used
245
278
269
305
Specific Range/Altitude
2.041/FL 080
1.799/FL 090
1.859/FL 120
1.639/FL 080
Suggested Base Price
$389,900
$466,880
$480,000
$539,900
FAR 23, 1999/2017
Includes Garmin Perspective+
avionics.
CAR 3, 1976/2001
Garmin G500 standard.
FAR 23, 1996/2001 A 23-6
Garmin G1000 NXi with
GFC 700 autopilot.
FAR 23, 2000
Includes Garmin Perspective+
avionics.
Certification Basis
Business & Commercial Aviation | May 2017 83
BUSINESS AIRPL ANES
Single-Engine Pistons normally aspirated
Manufacturer
Mooney
GippsAero
Textron Aviation
Ovation Ultra
M20U
Airvan
GA-8
Beechcraft Bonanza G36
G36
$689,000
$726,960
$815,000
1+3/4
1+6/7
1+4/5
Wing Loading
19.3
20.7
20.2
Power Loading
10.86
13.33
12.17
Model
BCA Equipped Price
Seating
Characteristics
NA
84.9
76.7
Length
26.9
29.3
27.5
Height
8.3
12.8
8.6
Span
36.1
40.7
33.5
Length
8.1
11.6
12.6
Height
3.7
3.7
4.2
Width
3.6
4.2
3.5
Engine
Cont
IO-550-G-AP
Lyc
IO-540-K1A5
Cont
IO-550-B
Noise (dBA)
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Power
Output (hp)
Inspection Interval
Weights (lb.)
Limits
Airport
Performance
Long Range
Cruise
Recommended
High Speed
Seats Full
Ranges
3,374
4,014
3,663
3,368
4,000
3,650
Max Landing
3,200
4,000
3,650
Zero Fuel
3,197b
3,849b
3,509b
EOW
2,600
2,260
2,241
Max Payload
937
1,608
909
Useful Load
1,114
1,773
1,063
Max Baggage
120
180
670
Max Fuel
600
540
444
Available Payload w/Max Fuel
514
1,233
619
Available Fuel w/Max Payload
177
166
154
203
VNE
195
185
VNO
174
143
165
VA
127
121
139
TO (SL elev./ISA temp.)
2,300
1,860
1,913
TO (5,000-ft. elev.@25C)
3,400
3,670
3,450
VSO
59
57
59
VX
75
70
84
Missions
(4 occupants)
787
730
NA
20,000
18,500
160
TAS
163
127
Fuel Flow
50
78
71
Altitude
FL 120
FL 120
FL 080
Specific Range
3.260
1.628
2.254
TAS
186
135
167
Fuel Flow
84
88
86
Altitude
FL 121
FL 080
FL 080
Specific Range
2.214
1.534
1.942
TAS
196
142
174
Fuel Flow
114
101
94
Altitude
FL 080
FL 060
FL 080
Specific Range
1.719
1.406
1.851
Nautical Miles
1,075
487
217
Average Speed
161
124
153
Fuel Used
438
339
115
2.454/FL 121
1.437/FL 120
1.887/FL 040
859
Nautical Miles
1,465
690
Average Speed
173
125
159
Fuel Used
558
464
403
2.625/FL 121
1.487/FL 120
2.132/FL 080
Runway
1,230
1,860
1,664
Block Time
1+13
1+38
1+11
Fuel Used
115
157
130
1.739/FL 050
1.274/FL 120
1.538/FL 060
Runway
1,290
1,860
1,870
Block Time
2+58
3+55
2+54
Fuel Used
221
339
304
2.262/FL 100
1.475/FL 120
1.645/FL 060
$689,000
$726,960
$815,000
CAR 3/FAR 23, 1955/94;
STC SA02483CH
Includes Garmin G1000;
composite fuselage shell
with left and right doors.
FAR 23 A 54
Includes Garmin G500.
All data preliminary.
2016 data.
CAR 3, 1956/69/83/2005
A/C system standard;
Garmin G1000 NXi.
Specific Range/Altitude
Suggested Base Price
Remarks
100
14/FL 100
NA
Specific Range/Altitude
500 nm
86
15/FL 100
Service
Specific Range/Altitude
200 nm
105
10/FL 100
Initial Gradient (ft./nm)
Specific Range/Altitude
Tanks Full
300
1,900t
Max Ramp
VY
Ceiling (ft.)
300
2,000t
Max Takeoff
Time to Climb (min.)/Altitude
Climb
310
2,200t
Certification Basis
84 Business & Commercial Aviation | May 2017
www.bcadigital.com
BUSINESS AIRPL ANES
Single-Engine Pistons turbocharged
Manufacturer
Cirrus
Textron Aviation
Textron Aviation
GippsAero
Mooney
Model
SR22T
SR 22
Cessna Turbo Stationair HD
CE-T206H
Cessna TTx
CE-T240
GA8 Airvan TC
GA8-320 TC
Acclaim Ultra
MO20V
$639,900
$665,000
$715,000
$761,030
$769,000
1+3/4
23.5
11.43
80.3
26.0
8.9
38.3
8.0
4.1
4.1
Cont
TSIO-550-K
315
1+5/5
21.8
12.22
82.6
28.3
9.3
36.0
9.3
4.1
3.7
Lyc
TIO-540-AJ1A
310
1+3/3
25.5
11.61
81.4
25.2
9.0
36.0
7.9
4.1
4.0
Cont
TSIO-550-C
310
1+6/7
20.7
13.13
85.4
28.3
9.3
36.0
11.6
3.7
4.2
Lyc
TIO-540-AH1A
320
1+3/3
19.2
12.03
78.0
26.9
8.3
36.4
8.1
3.7
3.6
Cont
TSIO-550-G
280
Inspection Interval
2,000t
2,000t
2,000t
1,800t
2,200t
Max Ramp
3,610
3,806
3,600
4,214
3,374
Max Takeoff
3,600
3,789
3,600
4,200
3,368
BCA Equipped Price
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Engine
Power
Output (hp)
Airport
Performance
Climb
Ceilings (ft.)
Cruise
Ranges
Missions
(4 occupants)
3,600
3,600
3,420
4,000
3,200
Zero Fuel
3,400c
3,618b
3,300c
4,053b
3,173b
2,378
EOW
2,342
2,336
2,535
2,349
Max Payload
1,058
1,282
765
1,704
795
Useful Load
1,268
1,470
1,065
1,865
996
Max Baggage
130
180
120
180
120
Max Fuel
552
522
612
540
612
Available Payload w/Max Fuel
716
948
453
1,325
384
Available Fuel w/Max Payload
VNE
VNO
VA
TO (SL elev./ISA Temp.)
TO (5,000-ft. elev.@25C)
VSO
VX
VY
Time to Climb (min.)/Altitude
Initial Gradient (ft./nm)
Certificated
Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
Recommended
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Seats Full
Fuel Used
Specific Range/Altitude
Nautical Miles
Average Speed
Tanks Full
Fuel Used
Specific Range/Altitude
Runway
Block Time
200 nm
Fuel Used
Specific Range/Altitude
Runway
Block Time
500 nm
Fuel Used
210
205
176
140
1,517
2,268
64
88
103
7/FL 100
782
25,000
25,000
171
76
FL 250
2.250
201
98
FL 250
2.051
213
110
FL 250
1.936
1,021
171
486
2.101/FL 250
1,021
171
486
2.101/FL 250
1,405
1+08
197
1.015/FL 100
1,699
2+28
360
188
182
149
125
1,970
2,845
59
70
88
12/FL 100
724
25,000
27,000
137
85
FL 240
1.612
155
99
FL 240
1.566
164
114
FL 200
1.439
512
137
387
1.323/FL 200
655
138
459
1.427/FL 240
1,396
1+23
163
1.227/FL 150
1,597
3+22
385
300
230
181
158
1,900
2,460
61
82
110
7/FL 100
701
25,000
25,000
208
78
FL 250
2.667
227
130
FL 250
1.746
235
152
FL 250
1.546
666
202
345
1.930/FL 250
1,270
204
572
2.220/FL 250
1,730
1+03
159
1.258/FL 150
1,880
2+24
338
161
185
143
121
1,840
2,788
61
71
81
13/FL 100
825
20,000
20,000
125
68
FL 200
1.838
130
78
FL 200
1.667
135
98
FL 200
1.378
233
125
220
1.059/FL 200
618
125
459
1.346/FL 200
1,743
1+35
125
1.600/FL 120
1,743
3+30
373
201
195
174
127
1,900
3,300
60
80
105
7/FL 100
770
25,000
25,000
215
99
FL 250
2.172
227
128
FL 180
1.773
242
130
FL 250
1.862
500
178
259
1.931/FL 160
1,122
200
539
2.082/FL 250
1,300
1+05
139
1.439/FL 120
1,380
2+54
259
Specific Range/Altitude
Suggested Base Price
1.389/FL 180
$639,900
1.299/FL 240
$665,000
1.479/FL 250
$715,000
1.340/FL 200
$597,500
1.931/FL 250
$769,000
FAR 23, 1998
Garmin G500; KC 225
All data preliminary.
2016 data.
CAR 3, 1955/89/2006
Includes Garmin G1000;
new composite fuselage
shell with left and
right doors.
Weights (lb.)
Limits
Max Landing
Remarks
www.bcadigital.com
Certification Basis
FAR 23, 2010
Includes Garmin
Perspective+ Global
avionics.
FAR 23, 1998
23
Utility version w/2,183-lb. Includes FAR
Garmin G2000,
EOW, $658,650; Garmin SVT, AP, TAWS,
TAS, ESP,
G1000 NXi w/GFC 700
A/C, Ti LE, leather.
a/p; new interior.
Business & Commercial Aviation | May 2017 85
BUSINESS AIRPL ANES
Single-Engine Pistons pressurized
Multiengine Pistons normally aspirated
Manufacturer
Piper Aircraft
Piper Aircraft
Manufacturer
Model
Matrix
PA-46R-350
M350
PA-46-350P
Model
$916,680
$1,178,610
1+4/5
24.8
12.40
81.0
28.9
11.3
43.0
12.4
3.9
4.2
Lyc
TIO-540-AE2A
350
2,000t
4,358
4,340
4,123
4,123c
2,969
1,154
1,389
200
720
669
235
198
168
133
5.5
2,090
2,977
58
81
110
8/FL 100
703
25,000
25,000
—
156
66
FL 250
2.364
203
108
FL 250
1.880
213
120
FL 250
1.775
867
151
457
1.897/FL 200
1,343
158
658
2.041/FL 250
2,090
1+07
168
1.190/FL 120
2,090
2+31
350
1.429/FL 250
$916,680
1+4/5
24.8
12.40
81.0
28.9
11.3
43.0
12.4
3.9
4.2
Lyc
TIO-540-AE2A
350
2,000t
4,358
4,340
4,123
4,123c
3,146
977
1,212
200
720
492
235
198
168
133
5.5
2,090
2,977
58
81
110
8/FL 100
703
25,000
25,000
12,300
156
66
FL 250
2.364
203
108
FL 250
1.880
213
120
FL 250
1.775
535
138
312
1.715/FL 120
1,343
159
670
2.004/FL 250
2,090
1+06
167
1.198/FL 200
2,090
2+31
350
1.429/FL 250
$1,178,610
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Engine
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
Ranges
Missions
(4 occupants)
Output (hp)
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
EOW
Max Payload
Useful Load
Max Baggage
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VNE
VNO
VA
PSI
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
VSO
VX
VY
Time to Climb (min.)/Altitude
Initial Gradient (ft./nm)
Certificated
Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
Recommended
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Seats Full
Fuel Used
Specific Range/Altitude
Nautical Miles
Average Speed
Tanks Full
Fuel Used
Specific Range/Altitude
Runway
Block Time
200 nm
Fuel Used
Specific Range/Altitude
Runway
Block Time
500 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
Ranges
Missions
(4 occupants)
Remarks
86 Business & Commercial Aviation | May 2017
Output (hp each)
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
EOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VNE
VNO
VA
TO (SL elev./ISA Temp.)
TO (5,000-ft. elev.@25C)
A/S (SL elev./ISA)
A/S (5,000-ft. elev.@25C)
VMCA
VDEC
VXSE
VYSE
Time to Climb (min.)/Altitude
Initial Engine-Out Rate (fpm)
Initial All-Engine Gradient (ft./nm)
Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
Recommended
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Block Time
200 nm
Fuel Used
Specific Range/Altitude
Runway
Block Time
500 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Remarks
FAR 23, 1983/88 FAR 23, 1983/88
Garmin G1000;
Certification Basis Garmin G1000;
FIKI optional.
FIKI optional.
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Certification Basis
Vulcanair SpA
P.68C
P 68C
$830,800
1+5/6
22.9
11.49
74.7
31.3
11.2
39.4
10.6
3.9
3.8
2 Lyc
IO-360-A1B6
200
2,000t
4,630
4,594
4,365
4,167c
3,153
1,014
1,477
1,063
415
463
194
154
132
1,312
4,000
2,150
2,950
60
70
82
88
12/FL 100
217
1,100
147
—
18,000
5,000
144
94
FL 080
1.532
155
108
FL 080
1.435
162
116
FL 080
1.397
300
140
315
0.952/FL 080
1,000
145
975
1.026/FL 080
1,450
1+28
140
1.429/FL 080
1,500
3+25
375
1.333/FL 080
Vulcanair SpA
Victor
P 68R
$848,200
1+5/6
22.7
11.37
78.8
31.3
11.2
39.4
10.6
3.9
3.8
2 Lyc
IO-360-A1B6
200
2,000t
4,548
4,548
4,321
4,374b
3,197
1,177
1,351
1,063
289
174
197
157
127
1,260
4,000
1,410
2,370
60
70
82
88
12/FL 100
217
920
147
—
20,000
5,650
144
94
FL 080
1.532
155
108
FL 080
1.435
162
116
FL 080
1.397
300
140
315
0.952/FL 080
1,000
145
975
1.026/FL 080
1,450
1+28
140
1.429/FL 080
1,500
3+25
375
1.333/FL 080
$830,800
$848,200
FAR 23, 1976/80 EASA 23, 2009
Garmin G950;
Garmin G950;
STEC 55X DFCS. STEC 55X DFCS.
BCA estimated
BCA estimated
data.
data.
www.bcadigital.com
BUSINESS AIRPL ANES
Multiengine Pistons normally aspirated
Multiengine Pistons turbocharged
Manufacturer
Manufacturer
Model
BCA Equipped Price
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
Ranges
Missions
(4 occupants)
Output (hp each)
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
EOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VNE
VNO
VA
TO (SL elev./ISA Temp.)
TO (5,000-ft. elev.@25C)
A/S (SL elev./ISA)
A/S (5,000-ft. elev.@25C)
VMCA
VDEC
VXSE
VYSE
Time to Climb (min.)/Altitude
Initial Engine-Out Rate (fpm)
Initial All-Engine Gradient (ft./nm)
Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
Recommended
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Block Time
200 nm
Fuel Used
Specific Range/Altitude
Runway
Block Time
500 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Textron Aviation
Beechcraft Baron G58
G58
$1,400,000
1+4/5
27.6
9.17
77.6
29.8
9.8
37.8
12.6
4.2
3.5
2 Cont
IO-550-C
300
1,900t
5,524
5,500
5,400
5,215b
3,970
1,245
1,554
1,164
390
309
223
195
165
2,345
4,144
3,009
4,335
84
85
100
101
10/FL 100
390
988
232
—
20,688
7,284
185
144
FL 080
1.285
192
174
FL 080
1.103
200
190
FL 080
1.053
333
178
293
1.137/FL 040
1,480
180
1,081
1.369/FL 120
2,862
1+02
226
0.885/FL 060
2,941
2+31
531
0.942/FL 060
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
Range
Missions
(4 occupants)
www.bcadigital.com
Output (hp each)
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
EOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VNE
VNO
VA
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
A/S (SL elev./ISA)
A/S (5,000-ft. elev.@25C)
VMCA
VDEC
VXSE
VYSE
Time to Climb (min.)/Altitude
Initial Engine-Out Rate (fpm)
Initial All-Engine Gradient (ft./nm)
Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
Recommended
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Block Time
200 nm
Fuel Used
Specific Range/Altitude
Runway
Block Time
500 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
$1,400,000
Remarks
Remarks
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
CAR 3,
1957/69/83/2005
Certification Basis
A/C system
standard;
Garmin G1000.
Certification Basis
Vulcanair SpA
P 68C-TC
P 68C-TC
$877,500
1+5/5
20.7
10.94
74.7
31.3
11.2
39.4
10.6
3.9
3.8
2 Lyc
TIO-360-C1A6D
210
2,000t
4,630
4,594
4,365
4,140b
3,197
943
1,433
1,062
371
490
194
154
132
1,260
2,200
1,800
2,400
66
NA
78
88
10/FL 100
240
1,400
NA
20,000
20,000
10,000
144
104
FL 080
1.385
155
125
FL 080
1.240
162
150
FL 080
1.080
1,100
145
960
1.146/FL 080
NA
1+28
260
0.769/FL 080
NA
3+25
485
1.031/FL 080
$877,500
Piper Aircraft
Seneca V
PA-34-220T
$999,900
1+4/5
22.8
10.80
75.6
28.6
9.9
38.9
10.4
3.6
4.1
2 Cont
TSIO-360-RB
220
1,800t
4,773
4,750
4,513
4,479c
3,491
988
1,282
732
550
294
204
164
139
1,707
2,435
2,510
3,117
66
73
83
88
7/FL 100
253
996
173
25,000
25,000
16,500
167
108
FL 230
1.546
196
144
FL 250
1.361
200
156
FL 230
1.282
866
160
648
1.336/FL 180
1,520
1+10
213
0.939/FL 120
1,610
2+41
476
1.050/FL 200
$999,900
FAR 23, 1982
Garmin G950
glass cockpit;
STEC 55X DFGS.
BCA estimated data.
FAR 23, 1971/80/97
Garmin G1000
standard.
Business & Commercial Aviation | May 2017 87
BUSINESS AIRPL ANES
Single-Engine Turboprops
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Engine
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(100-nm
alternate)
Missions
(4 passengers)
Remarks
Output (shp)/Flat Rating
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VMO
VA
PSI
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
VSO
VX
VY
Time to Climb (min.)/Altitude
Initial Gradient (ft./nm)
Certificated
Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Full Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Certification Basis
Mahindra Aerospace
Airvan 10
GA-10
$999,500*
1+9/—
28.6
10.56
79.0
33.5
12.7
40.6
16.1
3.8
4.2
RR
M250 B-17F/2
450/ISA+31C
3,500t
4,775
4,750
4,750
4,182b
2,475
1,707
2,300
1,025
1,275
594
175
150
—
1,600
2,973
61
90
107
9/FL 100
771
20,000
25,000
—
157
281
FL 100
0.559
186
379
FL 100
0.491
965
156
1,795
0.538/FL 100
970
156
1,800
0.539/FL 100
1,468
1+40
648
0.463/FL 100
1,675
3+17
1,260
0.476/FL 100
NP
NP
NP
NP
NA
Textron Aviation
Cessna Caravan
CE-208
$1,950,000
1+9/13*
28.6
11.85
79.0
37.6
14.9
52.1
12.7
4.5
5.3
P&WC
PT6A-114A
675/ISA+31C
3,600t
8,035
8,000
7,800
7,432b
4,930
2,502
3,105
2,224
881
604
175
150
—
2,055
2,973
61
90
107
9/FL 100
771
25,000
25,000
—
157
281
FL 100
0.559
186
379
FL 100
0.491
288
153
581
0.496/FL 100
970
156
1,800
0.539/FL 100
1,468
1+40
648
0.463/FL 100
1,675
3+17
1,260
0.476/FL 100
NP
NP
NP
NP
NA
FAR 23, 1984/98
*BCA estimated price.
Garmin G1000 with
GFC700 autopilot.
2016 data.
FAR 23, 1984/98
*Export only.
Garmin G1000 with
GFC700 autopilot.
88 Business & Commercial Aviation | May 2017
Piper Aircraft
M500
PA-46-500TP
$1,999,900
1+4/5
27.8
10.18
76.8
29.6
11.3
43.0
12.3
3.9
4.1
P&WC
PT6A-42A
500/ISA+55C
3,600t
5,134
5,092
4,850
4,850c
3,634
1,216
1,500
1,160
340
284
188
127
5.6
2,438
3,691
69
95
125
19/FL 250
753
30,000
30,000
12,600
179
135
FL 280
1.326
258
242
FL 280
1.066
834
171
748
1.115/FL 280
834
171
748
1.115/FL 280
1,550
1+22
379
0.792/FL 280
1,625
2+32
660
0.909/FL 280
1,700
4+18
985
1.015/FL 280
$1,999,900
Quest Aircraft
Kodiak
Kodiak 100
$2,454,725
1+6/9
30.2
9.67
84.4
33.8
15.3
45.0
15.8
4.8
4.5
P&WC
PT6A-34
750/ISA+7C
4,000t
7,305
7,255
7,255
6,490c
4,417
2,073
2,888
2,144
744
815
180
143
—
1,468
2,396
60
73
101
9/FL 100
915
25,000
25,000
—
164
251
220
0.653
175
335
FL 120
0.522
1,005
175
2,130
0.472/120
1,236
164
2,130
0.580/FL 200
1,468
1+47
587
0.511/FL 120
1,468
3+30
1,140
0.526/FL 120
1,467
5+47
1,878
0.532/FL 120
$2,075,000
Textron Aviation
Cessna Grand Caravan EX
CE-208B
$2,527,900
1+9/13*
31.3
10.16
84.1
41.6
14.8
52.1
16.7
4.5
5.3
P&WC
PT6A-140
867/ISA+24C
3,600t
8,842
8,807
8,500
8,152b
5,510
2,642
3,332
2,246
1,086
691
175
148
—
2,160
3,661
61
86
108
9/FL 100
816
25,000
25,000
—
156
328
FL 100
0.476
185
437
FL 100
0.423
291
155
676
0.430/FL 100
816
156
1,772
0.460/FL 100
1,428
1+41
750
0.400/FL 100
1,792
3+19
1,462
0.410/FL 100
NP
NP
NP
NP
NA
FAR 23, 2007
FAR 23 A 52
Normal category
*1,000 nm,
Includes Garmin G1000;
3 passengers.
GFC700 with coupled
Garmin G1000 with SVS.
GA; Summit interior
option.
FAR 23, 1986/2012
*Export only.
Includes cargo pod,
Garmin G1000 with
GFC700 autopilot.
www.bcadigital.com
BUSINESS AIRPL ANES
Single-Engine Turboprops
Manufacturer
Model
BCA Equipped Price
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length
Height
Width
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Engine
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(100-nm
alternate)
Missions
(4 passengers)
Output (shp)/Flat Rating
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VMO
VA
PSI
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
VSO
VX
VY
Time to Climb (min.)/Altitude
Initial Gradient (ft./nm)
Certificated
Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Full Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Remarks
www.bcadigital.com
Piper Aircraft
M600
PA-46-600TP
$2,899,000
1+4/5
28.7
10.00
76.8
29.6
11.3
43.2
12.3
3.9
4.1
P&WC
PT6A-42A
600/ISA+55C
3,600t
6,050
6,000
5,800
4,850c
3,850
1,000
2,200
1,742
458
1,200
250
151
5.6
2,635
3,998
62
95
122
21/FL 250
785
30,000
30,000
12,600
184
155
FL 280
1.187
274
324
FL 280
0.846
1,406
179
1,324
1.062/FL 280
1,406
179
1,324
1.062/FL 280
1,593
1+21
429
0.699/FL 280
1,687
2+31
735
0.816/FL 280
1,812
4+06
1,142
0.876/FL 280
$2,899,000
FAR 23 A 62, 2016
Certification Basis Garmin G3000 with SVS
and enhanced AFCS.
Epic Aircraft
Epic
E1000
$2,995,000
1+5/6
36.9
6.25
76.0
35.8
12.5
43.0
10.5
4.9
4.6
P&WC
PT6A-67A
1,200/ISA+35C
3,500t
7,500
7,500
7,500
5,400c
4,600
800
2,900
1,876
1,024
2,100
280
170
6.7
1,600
NA
65
124
144
10/FL 250
1,500
34,000
34,000
18,000
265
268
FL 280
0.989
330
402
FL 280
0.821
1,650
265
1,599
1.032/FL 310
1,594
252
1,598
0.997/FL 310
1,765
1+00
440
0.682/FL 280
2,005
1+55
830
0.723/FL 280
2,380
3+10
1,320
0.758/FL 290
NA
Daher
TBM 910
TBM 700 N
$3,683,260
1+5/6
38.2
8.70
76.2
35.2
14.3
42.1
15.0
4.1
4.0
P&WC
PT6A-66D
850/ISA+49C
3,500t
7,430
7,394
7,024
6,032c
4,829
1,203
2,601
2,017
584
1,398
266
160
6.2
2,380
3,475
65
100
124
13/FL 250
1,000
31,000
31,000
14,390
252
241
FL 310
1.046
330
412
FL 260
0.801
1,514
252
1,599
0.947/FL 310
1,594
252
1,598
0.997/FL 310
1,765
1+00
440
0.682/FL 280
2,005
1+55
830
0.723/FL 280
2,380
3+10
1,320
0.758/FL 290
$3,658,336
Daher
TBM 930
TBM 700 N
$3,979,750
1+5/6
38.2
8.70
76.2
35.2
14.3
42.1
15.0
4.1
4.0
P&WC
PT6A-66D
850/ISA+49C
3,500t
7,430
7,394
7,024
6,032c
4,829
1,203
2,601
2,017
584
1,398
266
160
6.2
2,380
3,475
65
100
124
13/FL 250
1,000
31,000
31,000
14,390
252
241
FL 310
1.046
330
412
FL 260
0.801
1,514
252
1,599
0.947/FL 310
1,594
252
1,598
0.997/FL 310
1,765
1+00
440
0.682/FL 280
2,005
1+55
830
0.723/FL 280
2,380
3+10
1,320
0.758/FL 290
$3,899,887
Pilatus
PC-12 NG
PC-12/47E
$4,923,000
1+7/10
37.6
8.71
77.0
47.3
14.0
53.3
16.9
4.8
5.0
P&WC
PT6A-67P
1,200/ISA+35C
3,500t
10,495
10,450
9,921
9,039c
6,782
2,257
3,713
2,704
1,009
1,456
240
163
5.8
2,600
4,270
67
120
130
20/FL 250
860
30,000
30,000
13,100
225
268
FL 300
0.840
285
497
FL 200
0.573
1,608
261
2,282
0.705/FL 300
1,650
264
2,294
0.719/FL 300
1,563
1+10
549
0.546/FL 260
1,753
2+16
975
0.615/FL 270
2,026
3+46
1,520
0.658/FL 280
$4,095,000
FAR 23 pending
Garmin G1000 NXi.
FAR 23,
1990/2006/07/14
Pilot door standard;
5-blade propeller;
G1000 NXi;
AoA-ESP-USP; satcom;
weather; 5-year system
warranty.
FAR 23,
1990/2006/07/14
All features of TBM 900
plus advanced interior;
Garmin G3000; 5-year
system warranty.
FAR 23, 1996/2005/08
Honeywell APEX
avionics; SmartView;
ADS-B Out; BMW
executive interior;
Hartzell 5-blade
propeller.
Business & Commercial Aviation | May 2017 89
BUSINESS AIRPL ANES
Multiengine Turboprops ≤12,500-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions (ft.)
Internal
Dimensions (ft.)
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length: OA/Net
Height
Width: Max/Floor
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR Ranges
(100-nm alternate)
Missions
(4 passengers)
Remarks
Output (shp each)/Flat Rating
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VMO
VA
PSI
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
A/S (SL elev./ISA temp.)
A/S (5,000-ft. elev.@25C)
VMCA
VDEC
VXSE
VYSE
Time to Climb (min.)/Altitude
Initial Engine-Out Rate (fpm)
Initial All-Engine Gradient (ft./nm)
Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Full Fuel
(with 4 passsengers)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Certification Basis
Vulcanair SpA
Viator
AP68TP-600
$2,485,900
1+7/10
33.0
10.08
71.7
37.0
11.9
39.4
11.9/17.2
4.1
3.7/3.7
2 RR
250 B17C
328/ISA+25C
3,500t
6,669
6,613
6,283
5,621c
3,850
1,771
2,819
1,487
1,332
1,048
200
141
—
2,034
2,950
2,034
2,953
77
85
90
105
7/FL 100
270
1,500
180
25,000
25,000
8,050
—
169
261
FL 100
0.648
214
375
FL 100
0.571
543
180
781
0.695/FL 100
837
179
1,220
0.686/FL 100
837
179
1,220
0.686/FL 100
837
179
1,220
0.686/FL 100
1,247
1+35
419
0.716/FL 100
1,558
3+18
866
0.693/FL 100
NP
NP
NP
NP/NP
$2,485,900
Nextant Aerospace
G90XT
C90
$2,750,000
1+7/10
34.4
9.55
71.7
35.5
14.3
NA
12.4/12.4
4.8
4.5/4.1
2 GE Czech
H75-100
550/ISA+8C
4,000t
10,560
10,500
9,700
9,650c
7,200
2,450
3,360
2,573
787
910
208
169
5.0
2,100
2,800
3,800
5,100
92
97
101
111
18/FL 250
460
1,900
260
30,000
30,000
22,000
11,065
213
292
FL 280
0.729
283
578
FL 240
0.490
324
203
600
0.540/FL 220
1,300
207
1,782
0.730/FL 280
1,290
207
1,769
0.729/FL 280
1,369
203
1,850
0.740/FL 280
3,010
1+06
584
0.514/FL 220
3,350
2+12
1,162
0.516/FL 280
3,500
3+39
1,938
0.516/FL 280
NA
Evektor
Outback
EV-55
$3,000,000
1+9/14
37.4
9.46
NA
46.6
16.8
53.2
16.5/20.0
4.5
5.3/4.7
2 P&WC
PT6A-21
536/ISA+15C
3,600t
10,207
10,141
10,141
9,810c
5,965
3,845
4,242
3,413
829
397
205
140
—
1,378
1,837
1,722
2,395
66
79
92
95
6/FL 010
290
1,107
219
24,000
24,000
15,420
—
180
432
FL 010
0.417
220
610
FL 200
0.361
NP
NP
NP
NP/—
1,046
217
3,008
0.348/FL 100
1,046
217
3,008
0.348/FL 100
1,051
218
3,008
0.349/FL 100
3,163
1+26
943
0.318/FL 100
1,289
2+22
1,773
0.338/FL 100
1,565
4+ 36
2,881
0.347/FL 100
NA
FAR 23, 1986
Garmin G950;
STEC 2100 autopilot.
BCA estimated data.
ST01902CH; SA3593NM;
SA4010NM; SA3593NM;
SA01902CH; SA01456WI-D;
SA02133SE.
EASA/FAR 23 pending
2016 data.
90 Business & Commercial Aviation | May 2017
Textron Aviation
Beechcraft King Air C90GTx
C90GTi
$3,595,000
1+7/8
34.4
9.53
74.8
35.5
14.3
50.3
12.4/12.4
4.8
4.5/4.1
2 P&WC
PT6A-135A
550/ISA+30C
3,600t
10,545
10,485
9,832
9,378c
7,265
2,113
3,280
2,573
707
1,167
226
169
5.0
1,984
3,375
3,690
5,855
80
97
100
108
18/FL 250
460
1,900
260
30,000
30,000
19,230
11,065
208
332
FL 260
0.627
270
612
FL 200
0.441
260
229
620
0.419/FL 270
1,026
252
2,044
0.502/FL 270
975
252
1,949
0.500/FL 270
1,045
255
2,053
0.509/FL 270
3,004
1+13
748
0.401/FL 210
3,347
2+22
1,353
0.443/FL 230
3,690
3+57
1,990
0.503/FL 270
NA
CAR 3, 1959/2007
Pro Line Fusion standard.; STC
SA10747SC weight increase;
SA02054SE winglets;
SA3593NM swept props;
SA4010NM dual aft strakes; ,
1,000-nm mission, 755-lb. pld.
www.bcadigital.com
BBUUSSIINNEESSSS AAIIRRPPLLAANNEESS
Multiengine Turboprops ≤12,500-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length: OA/Net
Height
Width: Max/Floor
Characteristics
External
Dimensions (ft.)
Internal
Dimensions (ft.)
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR Ranges
(100-nm alternate)
Missions
(4 passengers)
Output (shp each)/Flat Rating
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
VMO
VA
PSI
TO (SL elev./ISA temp.)
TO (5,000-ft. elev.@25C)
A/S (SL elev./ISA temp.)
A/S (5,000-ft. elev.@25C)
VMCA
VDEC
VXSE
VYSE
Time to Climb (min.)/Altitude
Initial Engine-Out Rate (fpm)
Initial All-Engine Gradient (ft./nm)
Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Full Fuel
(with 4 passsengers)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Remarks
www.bcadigital.com
Certification Basis
Textron Aviation
Beechcraft King Air 250
B200GT
$5,995,000
1+8/10
40.3
7.35
TBD
43.8
14.8
57.9
16.7/16.7
4.8
4.5/4.1
2 P&WC
PT6A-52
850/ISA+37C
3,600t
12,590
12,500
12,500
11,000c
8,830
2,170
3,760
3,645
115
1,590
260
182
6.5
2,111
3,099
3,687
4,859
86
94
115
121
13/FL 250
682
1,170
364
35,000
35,000
26,000
15,293
256
430
FL 350
0.595
310
750
FL 260
0.413
321
267
870
0.369/FL 330
1,403
291
2,941
0.477/FL 330
1,038
288
2,225
0.467/FL 330
1,420
293
2,942
0.483/FL 330
3,504
1+03
869
0.345/FL 250
3,587
2+03
1,494
0.402/FL 290
3,677
3+28
2,147
0.466/FL 330
NA
Viking Air
400 Series
DHC-6-400
$6,500,000
1+11/19
29.8
10.08
85.6
51.8
19.5
65.0
18.4/24.5
4.9
5.4/4.4
2 P&WC
PT6A-34
620/ISA+27C
3,600t
12,525
12,500
12,300
11,655b
8,100
3,555
4,425
3,549
876
870
170
136
—
1,490
NA
2,220
NA
66
NA
NA
NA
NA/FL 100
340
NA
NA
25,000
26,700
11,600
—
NA
NA
FL 100
NA
180
580
FL 100
0.310
NP
NP
NP
NP
NA
NA
NA
NA/FL 100
NA
NA
NA
NA/FL 100
NA
NA
NA
NA/FL 100
NA
NA
NA
NA/FL 100
NA
NA
NA
NA/FL 100
NA
NA
NA
NA/FL 100
NA
Piaggio Aero Industries
Avanti Evo
P180
$7,695,000
1+7/9
70.3
7.12
75.0
47.3
13.0
46.0
17.5/17.5
5.8
6.1/3.5
2 P&WC
PT6A-66B
850/ISA+28C
3,600t
12,150
12,100
11,500
9,800c
8,375
1,425
3,775
2,802
973
2,350
260
202
9.0
3,262
4,700
5,750
7,400
100
106
132
140
10/FL 250
670
1,106
287
41,000
39,400
23,800
24,000
318
408
FL 410
0.779
400
792
FL 310
0.505
1,070
315
1,715
0.624/FL 390
1,450
311
2,167
0.669/FL 410
1,510
317
2,167
0.697/FL 410
1,530
318
2,167
0.706/FL 410
2,350
0+53
688
0.436/FL 310
2,550
1+44
1,144
0.524/FL 350
2,700
3+02
1,603
0.624/FL 390
$7,395,000
FAR 23, 1973/80/2008/11
Rockwell Collins Pro Line Fusion
standard; Wi-Fi optional;
STC SA02131SE.
EASA/FAR 23 A 57, 2010
2016 data.
EASA 23, 2014; FAR 23, 2015
Includes Rockwell Collins Pro Line
21 avionics; TCAS I; Iridium satcom;
RVSM approved; optional 390-lb.
capacity internal tank: $275,000.
Business & Commercial Aviation | May 2017 91
BUSINESS AIRPL ANES
Multiengine Turboprops >12,500-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Seating
Wing Loading
Power Loading
Noise (dBA)
Length
Height
Span
Length: OA/Net
Height
Width: Max/Floor
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(100-nm
alternate)
Missions
(4 passengers)
Remarks
Output (shp each)/Flat Rating
Inspection Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
VA
PSI
TO (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb (min.)/Altitude
*FAR 25 Initial Engine-Out Rate (fpm)
FAR 25 Initial Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Full Fuel
(with 4 passsengers)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Suggested Base Price
Certification Basis
Textron Aviation
Beechcraft King Air 250 EP
B200GT
$6,231,025
1+8/10
43.3
7.89
85.3
43.8
14.8
57.9
16.7/16.7
4.8
4.5/4.1
Textron Aviation
Beechcraft King Air 350i
B300
$6,995,000
1+9/11
48.4
7.14
72.1
46.7
14.3
57.9
19.5/19.5
4.8
4.5/4.1
Textron Aviation
Beechcraft King Air 350HW
B300
$7,329,055
1+9/14
53.2
7.86
81.5
46.7
14.3
57.9
19.5/19.5
4.8
4.5/4.1
Textron Aviation
Beechcraft King Air 350iER
B300ER
$8,445,625
1+9/11
53.2
7.86
81.5
46.7
14.3
57.9
19.5/19.5
4.8
4.5/4.1
2 P&WC
PT6A-52
850/ISA+37C
3,600t
13,510
13,420
12,500
11,000c
8,865
2,135
4,645
3,645
1,000
2,510
0.58
FL 210/259
182
6.5
4,005
5,780
13,220
1,430
109
97
2,780
15/FL 250
580
255
35,000
35,000
24,400
15,293
233
369
FL 350
0.631
308
750
FL 260
0.411
802
275
1,802
0.445/FL 330
1,393
283
2,947
0.473/FL 330
1,414
285
2,950
0.479/FL 330
1,442
289
2,956
0.488/FL 330
3,524
1+05
848
0.354/FL 250
3,611
2+05
1,472
0.408/FL 290
3,702
3+31
2,123
0.471/FL 330
NA
2 P&WC
PT6A-60A
1,050/ISA+10C
3,600t
15,100
15,000
15,000
12,500c
9,955
2,545
5,145
3,611
1,534
2,600
0.58
FL 210/263
182
6.6
3,300
5,376
14,196
1,549
109
100
2,390
15/FL 250
552
304
35,000
35,000
21,500
15,293
235
362
FL 330
0.649
312
773
FL 240
0.404
896
273
1,891
0.474/FL 350
1,485
280
2,944
0.504/FL 350
1,533
285
2,951
0.519/FL 350
1,560
289
2,958
0.527/FL 350
2,586
1+02
881
0.341/FL 250
2,702
2+02
1,470
0.408/FL 290
2,827
3+27
2,102
0.476/FL 330
NA
2 P&WC
PT6A-60A
1,050/ISA+10C
3,600t
16,600
16,500
15,675
13,000c
10,215
2,785
6,385
5,192
1,193
3,600
0.58
FL 240/245
182
6.5
4,057
7,675
16,100
2,257
111
104
2,728
18/FL 250
337
182
35,000
35,000
17,100
15,293
238
402
FL 330
0.592
303
764
FL 240
0.397
1,316
261
2,880
0.457/FL 350
2,223
269
4,528
0.491/FL 350
2,271
271
4,533
0.501/FL 350
2,338
276
4,543
0.515/FL 350
2,795
1+05
919
0.326/FL 250
2,927
2+07
1,529
0.392/FL 290
3,048
3+35
2,195
0.456/FL 330
NA
FAR 23, 1973/80/2008/11
Commuter category
Rockwell Collins Pro Line
Fusion; Wi-Fi optional;
STC SA11103SC for IGW;
14,000-lb. MTOW also
available.
FAR 23, 1989
Commuter category
Rockwell Collins Pro Line
Fusion; Wi-Fi standard;
RVSM approved.
2 P&WC
PT6A-60A
1,050/ISA+10C
3,600t
16,600
16,500
15,675
13,000c
9,290
3,710
7,310
3,611
3,699
3,600
0.58
FL 240/245
182
6.6
4,057
5,140
13,686
1,445
111
104
2,720
23/FL 250
274
172
35,000
35,000
17,100
15,293
232
392
FL 330
0.592
303
766
FL 240
0.396
1,254
258
2,838
0.442/FL 350
1,260
258
2,884
0.437/FL 350
1,437
276
2,930
0.490/FL 350
1,473
282
2,942
0.501/FL 350
2,634
1+06
954
0.314/FL 250
2,746
2+07
1,561
0.384/FL 290
2,883
3+33
2,227
0.449/FL 330
NA
FAR 23, 1989/2007
Commuter category
17,500-lb. MTOW optional;
Rockwell Collins Pro Line
Fusion; Wi-Fi standard;
factory-installed Slick interior
available for special missions;
RVSM approved.
92 Business & Commercial Aviation | May 2017
FAR 23, 1989/2007
Commuter category
Rockwell Collins Pro Line
Fusion; Wi-Fi standard;
RVSM approved.
www.bcadigital.com
BUSINESS AIRPL ANES
Jets <10,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading
Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: OA/Net
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engine(s)
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(100-nm
alternate)
Missions
(4 passengers)
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
Sea-Level Cabin
TAS
Fuel Flow
Long Range
Altitude
Specific Range
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Remarks
www.bcadigital.com
Certification Basis
Cirrus Design
Vision
SF-50
$1,960,000
1+4/6
30.7
1.67
NA/NA/NA
30.7
10.9
38.7
11.5/9.8
4.1/NA
5.1/3.1
24/NA
30/NA
1 Wms Intl
FJ33-5A
1,800/ISA+10C
3,500t/—
6,040
6,000
5,550
4,900c
3,772
1,128
2,268
2,000
268
1,140
0.530
FL 183/250
6.4
2,036
3,679
6,000
1,125
90
87
1,628
NA/FL 370
NA
NA
28,000
28,000
NA
NA
256
358
FL 280
0.715
300
466
FL 280
0.644
550
251
845
0.651/FL 280
1,167
248
1,602
0.728/FL 280
796
250
1,076
0.740/FL 280
1,219
218
1,680
0.726/FL 280
1,857
1+10
568
0.528/FL 280
2,171
2+15
1,033
0.581/FL 280
2,437
3+36
1,642
0.609/FL 280
Eclipse Aerospace
Eclipse 550
EA-500
$2,995,000
1+4/5
41.0
3.33
69.2/78.9/81.9
33.5
11.0
37.9
12.3/10.0
4.2/NA
4.7/3.0
16/260
NA/NA
2 P&WC
PW610F
900/ISA+10C
3,500t/—
6,034
6,000
5,600
4,922c
3,923
999
2,111
1,680
431
1,112
0.640
FL 200/285
8.7
2,394
4,171
5,893
1,015
102*
89
2,340
25/FL 370
500
294
41,000
41,000
25,000
21,500
334
321
FL 410
1.040
369
462
FL 350
0.799
530
307
677
0.783/FL 410
1,125
319
1,254
0.897/FL 410
825
317
965
0.855/FL 410
1,190
312
1,263
0.942/FL 410
2,038
0+58
456
0.658/FL 350
2,258
1+46
837
0.717/FL 390
2,318
3+04
1,137
0.880/FL 410
FAR 23, 2016
Some data preliminary.
FAR 23, 2006/15
1,000-nm mission flown with
3 passengers.
*V50 used in lieu of V2.
2016 data.
Business & Commercial Aviation | May 2017 93
BUSINESS AIRPL ANES
Jets <20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Remarks
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Textron Aviation
Cessna Citation Mustang
CE-510
$3,350,000
1+5/5/—
41.2/2.96
73.9/85.0/86.0
40.6
13.4
43.2
6.7/9.8/9.8
4.5/0.3
4.6/3.1
6/98
57/620
2 P&WC
PW615F
1,460/ISA+10C
3,500t/—
8,730
8,645
8,000
6,750c
5,600
1,150
3,130
2,580
550
1,980
0.630
FL 271/250
8.3/21,280
3,110
6,600
8,645
984
97
88
2,137
20/FL 370
432
267
41,000
41,000
26,900
319/498
FL 390/0.641
339/609
FL 350/0.557
716
294
1,300
0.551/FL 410
1,141
304
1,947
0.586/FL 410
963
301
1,664
0.579/FL 410
1,204
315
1,965
0.613/FL 410
2,498
1+00
670
0.448/FL 370
2,700
1+56
1,135
0.529/FL 390
3,110
3+19
1,754
0.570/FL 410
FAR 23, 2006
Certification Basis 1,000-nm mission flown
with 713-lb. payload.
94 Business & Commercial Aviation | May 2017
Embraer
Phenom 100 EV
EMB-500
$4,495,000
1+5/7/7
53.1/3.09
70.4/81.4/86.1
42.1
14.3
40.4
9.0/11.0/11.0
4.9/0.3
5.1/3.6
10/99
60/418
2 P&WC
PW 617F-E
1,730/ISA+8C
3,500t/—
10,748
10,703
9,877
9,072c
7,298
1,774
3,450
2,804
646
1,676
0.700
280/275
8.3/21,280
3,199
5,663
10,703
1,092
99
95
2,473
19/FL 370
597
316
41,000
41,000
24,045
340/543
FL 410/0.626
406/955
FL 330/0.425
466
325
1,036
0.450/FL 410
1,194
333
2,196
0.544/FL 410
1,092
333
2,038
0.536/FL 410
1,254
329
2,220
0.565/FL 410
2,909
0+53
753
0.398/FL 390
3,121
1+45
1,236
0.485/FL 390
3,179
2+54
1,919
0.521/FL 410
Textron Aviation
Cessna Citation M2
CE-525
$4,500,000
1+7/7/—
44.6/2.72
85.9/73.2/88.5
42.6
13.9
47.3
8.8/11.0/11.0
4.8/0.4
4.8/3.1
—/—
46/725
2 Wms Intl
FJ44-1AP-21
1,965/ISA+7C
3,500t/5,000
10,800
10,700
9,900
8,400c
6,990
1,410
3,810
3,296
514
2,400
0.710
FL 305/263
8.5/22,027
3,210
5,580
10,700
1,204
111
101
2,340
18/FL 370
618
334
41,000
41,000
26,800
323/516
FL 410/0.626
401/920
FL 350/0.436
812
361
1,706
0.476/FL 410
1,357
372
2,675
0.507/FL 410
1,183
370
2,352
0.503/FL 410
1,400
378
2,705
0.518/FL 410
2,625
0+52
804
0.373/FL 370
2,692
1+38
1,362
0.441/FL 390
3,009
2+42
2,018
0.496/FL 410
Honda Aircraft Co.
HondaJet
HA-420
$4,850,000
1+5/6/6
60.0/2.60
85.4/72.9/87.5
42.6
14.9
39.8
12.1/12.1/NA
4.8/NA
5.0/NA
NA/NA
66/500
2 GE Honda
HF-120-H1A
2,037/ISA+10C
NA/—
10,680
10,600
9,860
8,800c
7,279
1,521
3,401
2,845
556
1,880
0.720
FL 302/270
8.8/23,060
3,934
6,108
10,600
1,223
120
105
2,795
15/FL 370
933
400
43,000
43,000
27,000
360/558
FL 430/0.645
420/972
FL 330/0.432
600
347
1,230
0.488/FL 430
1,282
361
2,273
0.564/FL 430
1,065
361
1,976
0.539/FL 430
1,358
358
2,290
0.593/FL 430
3,564
0+53
676
0.444/FL 430
3,732
1+38
1,179
0.509/FL 430
3,909
2+40
1,863
0.537/FL 430
Nextant Aerospace
Nextant 400 XTi
BE 400A
$5,304,500
2+7/9/—
67.6/2.67
76.9/91.5/88.8
48.4
13.9
43.5
15.5/15.5/—
4.8/flat floor
4.9/4.0
27/410
26/450
2 Wms Intl
FJ44-3AP
3,052/ISA+7C
5,000t/—
16,500
16,300
15,700
13,000c
10,950
2,050
5,550
4,912
638
3,500
0.780
FL 290/320
9.1/24,000
3,821
5,088
14,500p
1,197
116
105
2,960
16/FL 370
305
158
45,000
45,000
27,500
406/740
FL 450/0.549
447/968
FL 430/0.462
1,024
367
2,411
0.425/FL 450
1,895
384
3,953
0.479/FL 450
1,801
383
3,706
0.486/FL 450
1,981
381
3,986
0.497/FL 450
3,015
0+48
786
0.382/FL 390
3,044
1+30
1,323
0.454/FL 430
3,101
2+28
2,145
0.466/FL 450
FAR 23, 2008
FAR 23, 2013
FAR 23, 2015
FAR 25, 1981/85
STC 02371LA;
STC 10959SC;
STC 03960AT
www.bcadigital.com
BUSINESS AIRPL ANES
Jets <20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Remarks
www.bcadigital.com
Certification Basis
Textron Aviation
Cessna Citation CJ3+
CE-525B
$7,995,000
1+8/9/—
47.2/2.46
88.7/74.0/88.6
51.2
15.2
53.3
12.3/15.7/—
4.8/0.4
4.8/3.1
—/—
65/1,000
2 Wms Intl
FJ44-3A
2,820/ISA+11C
4,000t/5,000
14,070
13,870
12,750
10,510c
8,540
1,970
5,530
4,710
820
3,560
0.737
FL 293/278
8.9/23,586
3,180
4,750
13,870
1,827
114
99
2,422
15/FL 370
808
425
45,000
45,000
26,250
352/624
FL 450/0.564
415/1,197
FL 350/0.347
1,172
368
2,552
0.459/FL 450
1,814
377
3,846
0.472/FL 450
1,825
276
3,767
0.484/FL 450
1,900
383
3,872
0.491/FL 450
2,608
0+49
969
0.310/FL 370
2,609
1+35
1,571
0.382/FL 410
2,720
2+36
2,315
0.432/FL 430
Syberjet
SJ30i
SJ30-2
$8,306,452
1+5/6/—
73.2/3.03
78.5/86.2/91.8
46.8
14.2
42.3
12.5/12.5/—
4.4/NA
4.8/2.8
6/100
53/500
2 Wms Intl
FJ44-2A
2,300/ISA+8C
3,500t/—
14,050
13,950
12,725
10,500c
8,917
1,583
5,133
4,850
283
3,550
0.830
FL 295/320
12.0/41,000
3,939
8,784
13,125
1,915
112
104
2,657
16/FL 370
312
167
49,000
44,000
25,800
436/684
FL 450/0.637
475/1,188
FL 360/0.400
1,635
402
2,908
0.562/FL 470
2,598
410
4,241
0.613/FL 490
2,205
408
3,713
0.594/FL 490
2,667
411
4,246
0.628/FL 490
2,822
0+45
846
0.355/FL 410
3,025
1+26
1,313
0.457/FL 450
3,336
2+21
1,980
0.505/FL 450
Pilatus Aircraft
SVJ
PC-24
$8,900,000
1+8/11/NA
53.1/2.60
NA/NA/NA
55.2
17.3
55.8
NA/NA/23.0
5.1/flat floor
5.5/3.8
90/NA
NA/NA
2 Wms Intl
FJ44-4A
3,400/NA
5,000t/NA
17,750
17,650
16,250
NA
NA
2,500
NA
5,965
915
NA
NA
NA/NA
NA/23,500
2,690
4,430
17,750
NA
NA
NA
NA
NA/FL 370
NA
NA
45,000
45,000
26,000
NA/NA
NA/NA
NA/NA
FL 300/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
Embraer
Phenom 300
EMB-505
$8,995,000
1+7/10/10
60.0/2.74
69.9/88.8/88.5
51.2
16.7
52.2
14.8/17.2/17.2
4.9/0.3
5.1/3.6
10/77
74/573
2 P&WC
PW 535E
3,360/ISA+15C
5,000t/—
18,497
18,387
17,042
14,220c
11,583
2,637
6,914
5,353
1,561
4,277
0.780
FL 263/320
9.4/25,560
2,354
5,400
18,387
2,019
113
104
2,220
15/FL 370
872
437
45,000
45,000
30,137
383/757
FL 450/0.506
444/1,312
FL 350/0.338
1,351
397
3,362
0.402/FL 450
1,883
406
4,469
0.421/FL 450
1,936
411
4,510
0.429/FL 450
1,985
417
4,473
0.444/FL 450
2,613
0+47
1,058
0.284/FL 390
2,747
1+29
1,735
0.346/FL 410
2,808
2+26
2,471
0.405/FL 450
Textron Aviation
Cessna Citation CJ4
CE-525C
$8,995,000
2+8/9/—
51.8/2.36
92.8/75.6/89.5
53.3
15.3
50.8
12.9/17.3/17.3
4.8/0.4
4.8/3.3
7/40
71/1,000
2 Wms Intl
FJ44-4A
3,621/ISA+11C
5,000t/5,000
17,230
17,110
15,660
12,500c
10,280
2,220
6,950
5,828
1,122
4,730
0.770
FL 279/305
9.0/24,005
3,140
5,180
16,788
1,948
117
99
2,281
14/FL 370
839
430
45,000
45,000
28,200
377/812
FL 450/0.464
442/1,470
FL 370/0.301
1,425
407
3,753
0.380/FL 450
1,913
413
4,904
0.390/FL 450
1,927
416
4,920
0.392/FL 450
1,955
420
4,955
0.395/FL 450
2,429
0+46
1,087
0.276/FL 390
2,444
1+27
1,865
0.322/FL 410
2,490
2+23
2,823
0.354/FL 430
FAR 23, 2004/14
Commuter category
Garmin G3000.
FAR 23
Commuter category
EASA CS 23, FAR 23
Commuter category
pending
Pricing in 2017 dollars;
FJ44-4 with quiet power
mode APU function.
FAR 23, 2009
Commuter category
Performance-based
upon optional increased
weights.
FAR 23, 2010
Commuter category
Business & Commercial Aviation | May 2017 95
BUSINESS AIRPL ANES
Jets ≥20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Remarks
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Certification Basis
Textron Aviation
Cessna Citation X Elite
CE-750
$6,500,000
2+8/11/—
68.5/2.67
83.8/71.2/90.3
72.3
19.3
63.9
17.0/23.9/23.9
5.7/0.7
5.5/3.9
variable/variable
82/775
2 RR
AE3007C1
6,764/ISA+15C
4,500t*/—
36,400
36,100
31,800
24,400c
22,100
2,300
14,300
12,931
1,369
12,000
0.920
FL 307/350
9.3/25,230
5,140
7,350
34,980p
2,980
137
112
2,730
18/FL 370
486
213
51,000
43,000
26,000
470/1,529
FL 470/0.307
513/2,229
FL 410/0.230
2,703
462
9,973
0.271/FL 470
3,070
462
11,055
0.278/FL 490
3,125
463
11,078
0.282/FL 490
3,221
463
11,118
0.290/FL 490
3,536
0+41
1,837
0.163/FL 370
3,580
1+16
2,855
0.210/FL 430
3,672
2+03
4,469
0.224/FL 430
Bombardier
Learjet 70
Model 45
$11,300,000
2+6/7/7
69.6/2.79
87.4/74.3/93.4
56.0
14.0
50.9
10.6/17.7/17.7
4.9/flat floor
5.1/3.2
15/150
50/500
2 Hon
TFE731-40BR
3,850/ISA+23C
6,000t/—
21,750
21,500
19,200
16,000c
13,900
2,100
7,850
6,062
1,788
5,750
0.810
FL 270/330
9.4/25,700
4,440
5,191
20,632
2,045
125
112
2,326
15/FL 370
430
207
51,000
45,200
28,400
437/970
FL 470/0.451
452/1,080
FL 470/0.419
1,728
425
4,575
0.378/FL 470
1,881
426
4,901
0.384/FL 470
2,045
426
5,064
0.404/FL 470
2,150
427
5,099
0.422/FL 490
3,588
0+45
1,072
0.280/FL 470
3,632
1+24
1,805
0.332/FL 470
3,691
2+18
2,787
0.359/FL 470
Textron Aviation
Cessna Citation XLS+
CE-560XL
$12,750,000
2+9/12/—
54.6/2.45
86.8/72.2/92.8
52.5
17.2
56.3
14.3/18.5/18.5
5.7/0.7
5.5/3.9
10/100
80/700
2 P&WC
PW545C
4,119/ISA+10C
5,000t/—
20,400
20,200
18,700
15,100c
12,860
2,240
7,540
6,740
800
5,300
0.750
FL 265/305
9.3/25,230
3,560
5,430
20,200
1,740
118
106
2,740
15/FL 370
765
389
45,000
45,000
28,600
353/865
FL 450/0.408
431/1,238
FL 410/0.348
1,150
385
3,663
0.314/FL 450
1,719
395
5,233
0.328/FL 450
1,719
395
5,168
0.333/FL 450
1,785
403
5,268
0.339/FL 450
2,734
0+46
1,246
0.241/FL 390
2,758
1+29
2,094
0.287/FL 410
3,028
2+26
3,211
0.311/FL 430
Bombardier
Learjet 75
Model 45
$13,800,000
2+8/9/9
69.6/2.79
87.4/74.3/93.4
58.0
14.0
50.9
13.4/19.8/19.8
4.9/flat floor
5.1/3.2
15/150
50/500
2 Hon
TFE731-40BR
3,850/ISA+23C
6,000t/—
21,750
21,500
19,200
16,000c
14,050
1,950
7,700
6,062
1,638
5,750
0.810
FL 270/330
9.4/25,700
4,440
5,272
20,782
2,026
125
113
2,338
15/FL 370
430
207
51,000
44,700
27,900
437/977
FL 470/0.447
451/1,079
470/0.418
1,728
425
4,575
0.378/FL 470
1,881
426
4,901
0.384/FL 470
2,026
427
5,058
0.401/FL 470
2,129
427
5,093
0.418/FL 490
3,598
0+45
1,075
0.279/FL 470
3,642
1+23
1,810
0.331/FL 470
3,701
2+18
2,792
0.358/FL 470
Textron Aviation
Cessna Citation Latitude
CE-680A
$16,350,000
2+9/9/10
56.8/2.61
87.7/73.5/87.7
62.3
20.9
72.3
15.9/21.8/21.8
6.0/flat floor
6.4/4.1
26/NA
100/1,000
2 P&WC
PW306D
5,907/ISA+16C
6,000t/—
31,050
30,800
27,575
21,200c
18,656
2,544
12,394
11,394
1,000
9,850
0.800
FL 298/305
9.7/25,400
3,580
5,070
30,675
2,700
115
95
2,085
15/FL 370
652
340
45,000
43,000
26,260
368/1,114
FL 430/0.330
432/1,765
FL 390/0.245
2,135
394
7,901
0.270/FL 450
2,645
401
9,586
0.276/FL 450
2,678
401
9,594
0.279/FL 450
2,731
405
9,628
0.284/FL 450
2,760
0+46
1,610
0.186/FL 390
2,845
1+29
2,573
0.233/FL 430
2,951
2+25
3,989
0.251/FL 430
FAR 25, 1996/2002;
JAR 25 1999/2002
*Engine flight hour
inspection interval.
FAR/EASA CS 25
FAR 25, 2008
FAR/EASA CS 25
FAR 25, 2015
Garmin G5000.
96 Business & Commercial Aviation | May 2017
www.bcadigital.com
BUSINESS AIRPL ANES
Jets ≥20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Remarks
www.bcadigital.com
Certification Basis
Embraer
Legacy 450
EMB-545
$16,570,000
2+7/9/9
74.0/2.73
84.2/72.8/89.9
64.6
21.1
66.4
17.4/20.6/24.0
6.0/flat floor
6.8/4.7
40/330
110/882
2 Hon
HTF7500E
6,540/ISA+18C
OC/—
35,891
35,759
32,518
25,904c
22,983
2,921
12,908
12,108
800
9,987
0.830
FL 395/320
9.7/26,520
3,907
5,189
35,759
2,919
117
101
2,090
14/FL 370
634
324
45,000
44,000
24,476
438/1,404
FL 450/0.312
462/1,621
FL 430/0.285
2,170
428
8,084
0.268/FL 450
2,904
431
10,285
0.282/FL 450
2,904
431
10,285
0.282/FL 450
2,973
430
10,313
0.288/FL 450
3,674
0+45
1,543
0.194/FL 450
2,696
1+26
2,478
0.242/FL 450
2,873
2+21
3,710
0.270/FL 450
Textron Aviation
Cessna Citation Sovereign+
CE-680
$17,895,000
2+9/12/12
56.7/2.60
87.8/71.9/87.9
63.5
20.3
72.3
17.4/25.3/25.3
5.7/0.7
5.5/3.9
35/415
100/1,000
2 P&WC
PW306D
5,907/ISA+16C
6,000t/—
31,025
30,775
27,575
21,000c
18,235
2,765
12,790
11,390
1,400
10,025
0.800
FL 298/305
9.3/25,230
3,530
4,760
30,250
3,093
117
96
2,144
13/FL 370
735
377
47,000
45,000
29,740
368/1,059
FL 450/0.347
448/1,756
FL 390/0.255
2,484
396
8,170
0.304/FL 470
2,996
400
9,658
0.310/FL 470
3,069
402
9,679
0.317/FL 470
3,138
405
9,708
0.323/FL 470
2,591
0+45
1,506
0.199/FL 390
2,600
1+26
2,404
0.250/FL 430
2,650
2+21
3,750
0.267/FL 430
Embraer
Legacy 500
EMB-550
$19,995,000
2+8/12/12
79.4/2.73
85.5/73.1/89.9
68.1
21.2
66.4
21.3/24.1/27.5
6.0/flat floor
6.8/4.7
45/330
110/882
2 Hon
HTF7500E
7,036/ISA+18C
OC/—
38,537
38,360
34,524
26,499
23,699
2,800
14,838
13,058
1,780
12,038
0.830
FL 295/320
9.7/26,520
4,084
5,523
38,360
3,131
120
102
2,114
14/FL 370
856
387
45,000
44,000
28,189
440/1,441
FL 450/0.305
467/1,741
FL 430/0.268
2,603
438
9,908
0.263/450
2,998
440
11,151
0.269/FL 450
3,125
433
11,222
0.278/FL 450
3,153
440
11,250
0.280/FL 450
2,822
0+45
1,545
0.194/FL 450
2,817
1+26
2,478
0.242/FL 450
2,963
2+21
3,750
0.267/FL 450
Textron Aviation
Cessna Citation X+
CE-750
$23,365,000
2+9/12/—
69.4/2.60
87.7/72.4/89.3
73.6
19.2
69.2
18.3/25.2/25.2
5.7/0.7
5.5/3.9
22/NA
82/775
2 RR
AE3007C2
7,034/ISA+15C
4,500t*/—
36,900
36,600
32,000
24,978c
22,114
2,864
14,786
12,931
1,855
11,922
0.935
FL 307/350
9.3/25,230
5,250
7,317
35,645
3,396
139
116
2,727
13/FL 370
614
267
51,000
47,000
25,900
470/1,470
FL 470/0.320
520/2,453
FL 410/0.212
2,838
463
9,952
0.285/FL 490
3,241
464
11,108
0.292/FL 490
3,372
465
11,157
0.302/FL 490
3,463
465
11,195
0.309/FL 490
3,725
0+41
1,827
0.164/FL 370
3,775
1+16
2,937
0.204/FL 430
3,849
2+02
4,680
0.214/FL 430
Textron Aviation
Cessna Citation Longitude
CE-700
$23,995,000
2+8/12/12
NA/NA
NA/NA/NA
73.2
19.4
68.9
16.5/25.2/28.1
6.0/flat floor
6.4/4.1
112/1,115
NA/NA
2 Hon
HTF7700L
7,600/ISA+19C
OC/—
NA
NA
NA
NA
NA
2,725
NA
NA
1,600
NA
0.840
NA/NA
9.7/25,400
4,900
NA
NA
3,520
NA
NA
NA
13/FL 370
NA
NA
45,000
45,000
27,500
457/1,591
FL 450/0.287
476/1,933
FL 430/0.246
3,074
452
11,600
0.265/FL 450
3,422
453
12,763
0.268/FL 450
3,500
454
12,787
0.274/FL 450
3,568
454
12,810
0.279/FL 450
2,744
0+44
1,516
0.198/FL 450
2,880
1+23
2,457
0.244/FL 450
3,025
2+16
3,746
0.267/FL 450
RBAC/FAR/EASA CS
25, 2015
FAR 25, 2013
Garmin G5000.
RBAC/FAR/EASA CS
25, 2014
FAR 25, 2014
Garmin G5000.
*Engine flight hour
inspection interval.
FAR 25 pending
Garmin G5000.
Business & Commercial Aviation | May 2017 97
BUSINESS AIRPL ANES
Jets ≥20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Remarks
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Certification Basis
Gulfstream Aerospace
Gulfstream 280
G280
$24,500,000
2+9/10/19
80.0/2.60
75.2/89.5/90.5
66.8
21.3
63.0
17.7/25.8/32.3
6.1/4.5
6.9/5.4
154/1,980
—/—
2 Hon
HTF7250G
7,624/ISA+17C
OC/—
39,750
39,600
32,700
28,200c
24,200
4,000
15,550
14,600
950
11,550
0.850
FL 280/340
9.2/25,000
4,750
7,320
39,600
3,600
137
115
2,373
14/FL 370
845
371
45,000
45,000
27,500
459/1,488
FL 450/0.308
482/1,925
FL 430/0.250
2,577
448
9,591
0.269/FL 450
3,636
452
12,757
0.285/FL 450
3,646
451
12,761
0.286/FL 450
3,724
452
12,789
0.291/FL 450
2,957
0+47
1,505
0.199/FL 450
2,997
1+26
2,412
0.249/FL 450
3,136
2+18
3,645
0.274/FL 450
Embraer
Legacy 650E
EMB-135BJ*
$25,900,000
2+13/14/19
97.2/2.97
86.9/78.0/91.7
86.4
21.8
69.5
30.3/42.4/49.1
6.0/2.5
6.9/5.2
286/1,441
—/—
2 RR
AE 3007A2
9,020/ISA+15C
OC/—
53,727
53,572
44,092
36,156c
31,217
4,939
22,510
20,600
1,910
17,571
0.800
FL 276/320
8.4/21,650
5,741
7,979
53,572
3,953
144
115
2,346
21/FL 370
633
259
41,000
41,000
23,128
425/1,901
FL 410/0.224
459/2,570
FL 370/0.179
3,076
417
15,238
0.202/FL 410
3,839
417
18,380
0.209/FL 410
3,919
415
18,422
0.213/FL 410
3,980
414
18,450
0.216/FL 410
3,346
0+49
1,773
0.169/FL 410
3,518
1+34
3,146
0.191/FL 410
3,573
2+33
4,815
0.208/FL 410
Bombardier
Challenger 350
BD-100-1A10
$26,673,000
2+10/11/19
77.6/2.77
87.6/75.3/89.6
68.7
20.0
69.0
16.6/25.2/28.6
6.0/flat floor
7.2/5.1
106/750
—/—
2 Hon
HTF 7350
7,323/ISA+15C
OC/—
40,750
40,600
34,150
28,200c
24,800
3,400
15,950
14,045
1,905
12,550
0.830
FL 290/320
8.8/23,338
4,829
6,451
39,495
3,250
133
111
2,302
14/FL 370
552
249
45,000
44,000
27,800
459/1,590
FL 450/0.289
470/1,832
FL 430/0.257
2,719
447
10,689
0.254/FL 450
3,235
449
12,206
0.265/FL 450
3,250
448
12,212
0.266/FL 450
3,307
450
12,236
0.270/FL 450
3,611
0+47
1,583
0.190/FL 450
3,656
1+26
2,577
0.233/FL 450
3,718
2+18
3,925
0.255/FL 450
Dassault
Falcon 2000S
Falcon 2000EX
$29,550,000
2+10/10/19
77.7/2.93
75.1/91.8/90.5
66.3
23.2
70.2
17.1/26.2/31.0
6.2/flat floor
7.7/6.3
131/1,600
8/92
2 P&WC
PW308C
7,000/ISA+15C
7,000c/—
41,200
41,000
39,300
29,700c
24,750
4,950
16,450
14,600
1,850
11,500
0.862
FL 250/370
9.3/25,300
4,325
6,055
39,950
3,600
123
106
2,295
16/FL 370
528
257
47,000
43,265
22,187
437/1,400
FL 470/0.312
482/2,075
FL 410/0.232
2,450
426
9,640
0.254/FL 450
3,445
429
12,740
0.270/FL 470
3,540
430
12,740
0.278/FL 470
3,615
430
12,740
0.284/FL 470
2,795
0+47
1,525
0.197/FL 470
2,855
1+27
2,465
0.243/FL 470
2,920
2+20
3,755
0.266/FL 470
Bombardier
Challenger 650
CL-600-2B16
$32,350,000
2+12/13/19
98.6/2.61
86.2/81.2/90.3
68.4
20.7
64.3
15.4/25.6/28.3
6.0/flat floor
7.9/6.9
112/900
—/—
2 GE
CF34-3B
9,220*/ISA+15C
OC/—
48,300
48,200
38,000
32,000c
27,250
4,750
21,050
19,852
1,198
16,300
0.850
FL 222/348
8.8/23,000
5,640
9,233
47,802
4,011
147
117
2,365
21/FL 370
581
237
41,000
38,250
20,000
424/1,832
FL 410/0.231
470/2,448
FL 370/0.192
3,011
417
14,256
0.211/FL 410
3,974
419
17,939
0.222/FL 410
4,011
419
17,953
0.223/FL 410
4,085
419
17,982
0.227/FL 410
3,389
0+47
1,595
0.188/FL 410
3,421
1+27
2,835
0.212/FL 410
3,483
2+19
4,532
0.221/FL 410
FAR 25, 2012;
EASA CS 25, 2013
FAR 25, 2011
*Factory
modification
DCA 145-00000020/2008
FAR 25 A 98;
JAR 25 Chg 15
Rockwell Collins
Pro Line 21 Advanced.
FAR/EASA CS 25, 2013
EASy II flight deck;
2017 delivery price.
FAR 25, 1980/83/
87/95/2006/15
Rockwell Collins
Pro Line 21 Advanced.
*9,220-lb. max takeoff;
8,729-lb. normal takeoff
98 Business & Commercial Aviation | May 2017
www.bcadigital.com
BUSINESS AIRPL ANES
Jets ≥20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Remarks
www.bcadigital.com
Certification Basis
Dassault
Falcon 2000LXS
Falcon 2000EX
$34,700,000
2+8/10/19
81.2/3.06
76.4/91.7/90.5
66.3
23.2
70.2
17.1/26.2/31.0
6.2/flat floor
7.7/6.3
131/1,600
8/92
2 P&WC
PW308C
7,000/ISA+15C
7,000c/—
43,000
42,800
39,300
29,700c
24,750
4,950
18,250
16,660
1,590
13,300
0.862
FL 250/370
9.3/25,300
4,675
6,840
42,010
4,100
126
106
2,295
17/FL 370
463
221
47,000
42,315
21,010
437/1,485
FL 450/0.294
483/2,325
FL 390/0.208
2,915
427
11,438
0.255/FL 450
3,990
430
14,798
0.270/FL 470
4,065
430
14,798
0.275/FL 470
4,155
431
14,798
0.281/FL 470
2,795
0+47
1,525
0.197/FL 470
2,855
1+27
2,465
0.243/FL 470
2,920
2+20
3,755
0.266/FL 470
Gulfstream Aerospace
Gulfstream 450
GIV-X
$43,150,000
2+14/16/19
78.4/2.69
76.2/89.5/92.3
89.3
25.2
77.8
25.8/37.0/45.1
6.0/flat floor
7.0/5.4
169/2,000
—/—
2 RR
Tay Mk 611-8C
13,850/ISA+15C
12,000t or OC/—
75,000
74,600
66,000
49,000c
43,200
5,800
31,800
29,281
2,519
26,000
0.880
FL 280/340
9.6/26,700
5,600
8,200
74,600
4,328
150
123
2,663
16/FL 370
712
285
45,000
42,400
25,000
459/2,585
FL 450/0.178
476/3,055
FL 410/0.156
3,549
452
22,622
0.157/FL 450
4,216
453
26,023
0.162/FL 450
4,328
452
26,087
0.166/FL 450
4,382
453
26,116
0.168/FL 450
3,225
0+46
2,599
0.115/FL 450
3,258
1+25
4,113
0.146/FL 450
3,304
2+18
6,176
0.162/FL 450
Dassault
Falcon 900LX
Falcon 900EX
$44,300,000
2+12/12/19
92.9/3.27
78.2/90.3/92.1
66.3
24.8
70.2
23.5/33.2/39.3
6.2/flat floor
7.7/6.3
127/2,866
—/—
3 Hon
TFE731-60
5,000/ISA+17C
6,000c/—
49,200
49,000
44,500
30,864c
26,750
4,114
22,450
20,905
1,545
18,336
0.870
FL 250/370
9.6/25,300
5,360
7,615
48,255
4,685
134
111
2,455
19/FL 370
723
324
51,000
39,630
24,980
431/1,665
FL 430/0.259
474/2,225
FL 390/0.213
3,790
422
16,340
0.232/FL 430
4,565
421
18,909
0.241/FL 430
4,650
420
18,909
0.246/FL 430
4,740
419
18,909
0.251/FL 430
2,730
0+47
1,595
0.188/FL 470
2,865
1+27
2,625
0.229/FL 470
2,880
2+20
4,070
0.246/FL 450
Gulfstream Aerospace
Gulfstream 500
GVII-G500
$44,650,000
2+13/19/19
80.9/2.54
NA/NA/NA
91.2
25.5
86.3
26.3/41.5/47.6
6.2/flat floor
7.6/6.1
230/2,250
—/—
2 P&WC
PW814GA
15,144/ISA+15C
OC/—
77,250
76,850
64,350
52,100c
46,600
5,500
30,650
28,850
1,800
25,150
0.925
NA/NA
10.7/31,900
5,200
7,930
76,850
5,000
NA
NA
NA
15/FL 370
NA
NA
51,000
NA
NA
488/2,440
FL 450/0.200
516/3,467
FL 410/0.149
4,129
478
22,365
0.185/FL 470
5,000
480
26,172
0.191/FL 490
5,075
480
26,200
0.194/FL 490
5,137
480
26,222
0.196/FL 490
NA
0+45
2,274
0.132/FL 490
NA
1+22
3,561
0.168/FL 490
NA
2+12
5,313
0.188/FL 490
FAR/EASA CS 25, 2013
EASy II flight deck;
2017 delivery price.
FAR/EASA CS 25, 2004
FAR/EASA 25, 1979/2010
EASy II flight deck;
2017 delivery price.
FAR/EASA 25 pending
Business & Commercial Aviation | May 2017 99
BUSINESS AIRPL ANES
Jets ≥20,000-LB. MTOW
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Weights (lb.)
Limits
Airport
Performance
Climb
Ceilings (ft.)
Cruise
NBAA IFR
Ranges
(FAR Part 23,
100-nm
alternate;
FAR Part 25,
200-nm
alternate)
Missions
(4 passengers)
Remarks
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
NBAA IFR Range
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Engine-Out Service
TAS/Fuel Flow (lb./hr.)
Long Range
Altitude/Specific Range
TAS/Fuel Flow (lb./hr.)
High Speed
Altitude/Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
Trip Fuel
payload)
Specific Range/Altitude
Nautical Miles
Average Speed
Four Passengers
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
300 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
600 nm
Fuel Used
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Certification Basis
Bombardier
Global 5000
BD-700-1A11
$50,441,000
3+13/15/19
90.6/3.14
88.7/83.5/89.7
96.8
25.5
94.0
27.2/40.7/45.7
6.2/flat floor
7.9/6.5
195/1,000
—/—
2 RR
BR700-710A2-20
14,750/ISA+20C
OC/—
92,750
92,500
78,600
58,000c
50,861
7,139
41,889
38,959
2,930
34,750
0.890
FL 303/340
10.3/30,125
5,540
7,223
90,370
5,475
133
107
2,189
18/FL 370
704
318
51,000
44,600
20,600
470/2,856
FL 450/0.165
499/3,582
FL 410/0.139
4,920
463
33,374
0.147/FL 470
5,486
464
35,723
0.154/FL 470
5,475
463
35,719
0.153/FL 470
5,526
464
35,743
0.155/FL 470
2,487
0+46
2,773
0.108/FL 450
2,575
1+23
4,445
0.135/FL 490
2,697
2+13
6,752
0.148/FL 470
Embraer
Lineage 1000E
ERJ 190-100 ECJ
$53,000,000
3+13/19/19
120.7/3.25
92.7/86.4/92.5
118.9
34.7
94.2
67.2/76.6/84.3
6.6/flat floor
8.8/8.0
323/2,293
120/705
2 GE
CF34-10E7-B
18,500/ISA+15C
OC/—
120,593
120,152
100,972
80,469c
70,548
9,921
50,045
48,217
1,828
40,124
0.820
FL 289/320
8.8/23,190
6,076
9,500
112,038
3,965
140
110
2,038
29/FL 350
NA
NA
41,000
35,000
19,178
454/4,184
FL 380/0.109
471/5,033
FL 350/0.094
3,493
442
35,569
0.098/FL 400
4,532
446
43,962
0.103/FL 410
4,602
446
44,240
0.104/FL 410
4,640
446
44,264
0.105/FL 410
3,002
0+48
3,426
0.088/FL 390
3,133
1+26
5,862
0.102/FL 410
3,251
2+20
9,063
0.110/FL 410
Dassault
Falcon 7X
Falcon 7X
$53,800,000
3+12/14/19
92.0/3.64
82.3/90.1/92.6
76.7
25.7
86.0
26.2/39.1/46.5
6.2/flat floor
7.7/6.3
140/2,004
—/—
3 P&WC
PW307A
6,402/ISA+17C
7,200c/—
70,200
70,000
62,400
41,000c
36,600
4,400
33,600
31,940
1,660
29,200
0.900
FL 270/370
10.2/29,200
5,710
8,045
69,140
5,795
133
106
2,120
19/FL 370
597
269
51,000
40,215
25,480
459/2,260
FL 430/0.203
497/3,205
FL 390/0.155
5,000
453
26,820
0.186/FL 450
5,670
454
29,560
0.192/FL 470
5,760
454
29,560
0.195/FL 470
5,840
454
29,560
0.198/FL 470
2,500
0+46
2,075
0.145/FL 450
2,515
1+25
3,285
0.183/FL 470
2,640
2+17
4,945
0.202/FL 470
Airbus
A320 Prestige
A320-214
$95,000,000
4+18/179/—
130.3/3.18
85.5/93.4/95.5
123.3
38.6
111.8
90.3/90.3/—
7.4/flat floor
12.1/11.7
NA/NA
985/NA
2 CFMI
CFM56-5B4/3*
27,000/ISA+29C
OC/—
172,850
171,950
145,500
137,800c
109,000
28,800
63,850
53,450
10,400
35,050
0.820
FL 250/350
8.3/NA
6,920
9,355
171,950
4,300
NA
NA
2,400
23/FL 360
NA
NA
39,000
NA
NA
451/4,730
FL 370/0.095
473/5,860
350/0.081
2,100
428
27,936
0.075/FL 350
3,852
438
46,930
0.082/FL 390
4,330
438
48,057
0.090/FL 390
4,380
438
48,108
0.091/FL 390
3,670
0+55
4,265
0.070/FL 350
3,700
1+34
7,080
0.085/FL 390
3,760
2+28
10,970
0.091/FL 390
FAR 25, 1998/2004;
EASA 25, 2004
Global Vision flight deck
FAR/EASA 25, 2008
FAR/EASA 25, 2007
EASy II flight deck; DFCS;
2017 delivery price.
FAR 25, 1999
*Also available with 26,500lbf IAEV2527M-A5 engines;
includes 2 additional center
tanks and VIP cabin.
BCA estimated data.
100 Business & Commercial Aviation | May 2017
www.bcadigital.com
BUSINESS AIRPL ANES
Ultra-Long-Range Jets
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Weights (lb.)
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
Limits
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
Airport
NBAA IFR Range
Performance
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
Climb
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Ceiling (ft.)
Engine-Out Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
Cruise
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
NBAA IFR
Trip Fuel
payload)
Ranges
Specific Range/Altitude
Nautical Miles
(200-nm
Average Speed
Eight Passengers
alternate)
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Runway
Missions
Flight Time
3,000 nm
Fuel
Used
(8 passengers)
Specific Range/Altitude
Runway
Flight Time
6,000 nm
Fuel Used
Specific Range/Altitude
Remarks
www.bcadigital.com
Certification Basis
Gulfstream Aerospace
Gulfstream 600
GVII-600
$56,200,000
4+16/19/19
78.9/2.92
NA/NA/NA
96.1
25.3
94.1
30.2/45.2/51.3
6.2/flat floor
7.6/6.1
230/2,250
—/—
2 P&WC
PW815GA
15,680/ISA+15C
OC/—
92,000
91,600
76,800
57,440c
51,440
6,000
40,560
38,760
1,800
34,560
0.925
NA/NA
10.7/31,900
5,700
NA
91,600
6,200
NA
NA
NA
17/FL 370
NA
NA
51,000
42,700
25,000
488
2,769
FL 450
0.176
516
3,891
FL 410
0.133
5,286
481
31,622
0.167/FL 450
6,200
481
35,918
0.173/FL 490
6,217
481
35,924
0.173/FL 490
6,353
481
35,966
0.177/FL 490
NA
2+12
5,728
0.175/FL 490
NA
6+19
16,060
0.187/FL 490
NA
12+29
34,432
0.174/FL 490
Dassault
Falcon 8X
Falcon 7X
$58,400,000
3+12/14/19
95.9/3.62
81.5/88.9/90.6
80.2
26.1
86.3
29.8/42.7/50.1
6.2/flat floor
7.7/6.3
140/2,004
—/—
3 P&WC
PW307D
6,722/ISA+17C
7,200c/—
73,200
73,000
62,400
41,000c
36,800
4,200
36,400
35,141
1,259
32,200
0.900
FL 270/370
10.4/30,300
5,880
8,555
72,591
6,415
138
107
2,245
20/FL 370
774
339
51,000
40,075
26,645
459
2,254
FL 430
0.204
480
2,508
FL 430
0.191
5,555
452
29,507
0.188/FL 470
6,325
453
32,558
0.194/FL 470
6,235
453
32,204
0.194/FL 470
6,475
454
32,653
0.198/FL 470
2,685
2+17
4,994
0.200/FL 470
3,540
6+39
14,122
0.212/FL 470
5,645
13+12
30,729
0.195/FL 470
Gulfstream Aerospace
Gulfstream 550
GV-SP
$61,500,000
4+16/18/19
80.1/2.96
79.3/90.2/90.8
96.4
25.8
93.5
30.3/42.6/50.1
6.0/flat floor
7.0/5.4
226/2,500
—/—
2 RR
BR700-710C4-11
15,385/ISA+15C
8,000t or OC/—
91,400
91,000
75,300
54,500c
48,700
5,800
42,700
40,994
1,706
36,900
0.885
FL 270/340
10.2/29,200
5,910
9,070
91,000
6,738
147
112
2,240
18/FL 370
594
242
51,000
42,700
25,820
459
2,563
FL 450
0.179
488
3,228
FL 430
0.151
5,767
452
33,993
0.170/FL 490
6,698
454
38,202
0.175/FL 490
6,708
453
38,205
0.176/FL 490
6,853
454
38,251
0.179/FL 510
3,436
2+20
5,599
0.179/FL 490
3,599
6+42
15,474
0.194/FL 490
5,277
13+15
33,428
0.179/FL 490
Bombardier
Global 6000
BD-700-1A10
$62,310,000
4+13/15/19
97.5/3.37
88.7/83.5/89.7
99.4
25.5
94.0
27.3/43.3/48.3
6.2/flat floor
7.9/6.5
195/1,000
—/—
2 RR
BR700-710A2-20
14,750/ISA+20C
OC/—
99,750
99,500
78,600
58,000c
52,560
5,440
47,190
44,716
2,474
41,750
0.890
FL 303/340
10.3/30,125
6,476
7,880
94,513p
5,594
142
110
2,243
21/FL 370
474
200
51,000
42,400
18,000
470
3,046
FL 450
0.154
499
3,796
FL 410
0.131
5,882
464
40,415
0.146/FL 470
6,200
464
41,472
0.149/FL 470
6,124
464
41,437
0.148/FL 470
6,233
464
41,487
0.150/FL 470
2,852
2+13
6,842
0.146/FL 470
3,858
6+20
19,538
0.154/FL 470
6,293
12+39
41,053
0.146/FL 490
Gulfstream Aerospace
Gulfstream 650
GVI
$67,400,000
4+16/19/19
77.6/2.95
77.5/89.8/88.3
99.8
25.7
99.6
32.7/46.8/53.6
6.3/flat floor
8.2/6.7
235/2,500
—/—
2 RR
BR700-725A1-12
16,900/ISA+15C
10,000t/—
100,000
99,600
83,500
60,500c
54,500
6,000
45,500
44,200
1,300
39,500
0.925
FL 290/340
10.7/31,900
5,858
9,000
99,600
6,912
146
114
2,680
19/FL 370
NA
NA
51,000
42,700
25,000
488
2,825
FL 450
0.173
516
3,136
FL 450
0.165
5,934
481
36,285
0.164/FL 490
6,981
482
41,129
0.170/FL 510
6,912
481
40,820
0.169/FL 510
7,105
482
41,168
0.173/FL 510
3,241
2+10
5,942
0.168/FL 510
3,591
6+17
16,280
0.184/FL 510
5,241
12+28
34,622
0.173/FL 510
FAR, EASA CS 25
pending
FAR/EASA 25, 2016
EASy III flight deck;
DFCS; 2017 delivery
price.
FAR 25, 1997/2003;
EASA 25 CS, 2004
FAR 25, 1998/2003;
JAR 25
BEVS and new Global
Vision flight deck
standard.
FAR, EASA CS 25, 2012
Business & Commercial Aviation | May 2017 101
BUSINESS AIRPL ANES
Ultra-Long-Range Jets
Manufacturer
Model
BCA Equipped Price
Characteristics
External
Dimensions
(ft.)
Internal
Dimensions
(ft.)
Baggage
Seating
Wing Loading/Power Loading
Noise (EPNdB): Lateral/Flyover/Approach
Length
Height
Span
Length: Main Seating/Net/Gross
Height/Dropped Aisle Depth
Width: Max/Floor
Internal: Cu. ft./lb.
External: Cu. ft./lb.
Engines
Power
Output (lb. each)/Flat Rating
Inspection Interval/Manu. Service Plan Interval
Max Ramp
Max Takeoff
Max Landing
Zero Fuel
BOW
Weights (lb.)
Max Payload
Useful Load
Max Fuel
Available Payload w/Max Fuel
Available Fuel w/Max Payload
MMO
Trans. Alt. FL/VMO
Limits
PSI/Sea-Level Cabin
TOFL (SL elev./ISA temp.)
TOFL (5,000-ft. elev.@25C)
Mission Weight
Airport
NBAA IFR Range
Performance
V2
VREF
Landing Distance
Time to Climb/Altitude
FAR 25 Engine-Out Rate (fpm)
Climb
FAR 25 Engine-Out Gradient (ft./nm)
Certificated
All-Engine Service
Ceiling (ft.)
Engine-Out Service
TAS
Fuel Flow
Long Range
Altitude
Specific Range
Cruise
TAS
Fuel Flow
High Speed
Altitude
Specific Range
Nautical Miles
Average Speed
Max Payload
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Max Fuel
Average Speed
(with available
NBAA IFR
Trip Fuel
payload)
Ranges
Specific Range/Altitude
Nautical Miles
(200-nm
Average Speed
Eight Passengers
alternate)
(with available fuel)
Trip Fuel
Specific Range/Altitude
Nautical Miles
Average Speed
Ferry
Trip Fuel
Specific Range/Altitude
Runway
Flight Time
1,000 nm
Fuel Used
Specific Range/Altitude
Runway
Missions
Flight Time
3,000 nm
Fuel
Used
(8 passengers)
Specific Range/Altitude
Runway
Flight Time
6,000 nm
Fuel Used
Specific Range/Altitude
Remarks
Certification Basis
Gulfstream Aerospace
Gulfstream 650ER
GVI
$69,400,000
4+16/19/19
80.7/3.07
78.7/89.6/88.3
99.8
25.7
99.6
32.7/46.8/53.6
6.3/flat floor
8.2/6.7
235/2,500
—/—
2 RR
BR700-725A1-12
16,900/ISA+15C
10,000t/—
104,000
103,600
83,500
60,500c
54,500
6,000
49,500
48,200
1,300
43,500
0.925
FL 290/340
10.7/31,900
6,299
11,139
103,600
7,437
148
114
2,680
21/FL 370
NA
NA
51,000
41,000
25,000
488
2,883
FL 450
0.169
516
3,136
FL 450
0.165
6,459
481
40,285
0.160/FL 490
7,507
482
45,129
0.166/FL 510
7,437
482
44,820
0.166/FL 510
7,636
482
45,168
0.169/FL 510
3,241
2+10
5,942
0.168/FL 510
3,591
6+17
16,280
0.184/FL 510
5,241
12+28
34,622
0.173/FL 510
FAR 25, 2014
Boeing
BBJ
737-700IGW
$79,000,000
4+19/55/149
127.5/3.13
85.4/94.9/95.8
110.3
41.2
117.4
72.7/79.2/—
79.3/flat floor
11.6/10.7
NA/NA
159/NA
2 CFMI
CFM56-7B27E
27,300/ISA+15C
OC/—
171,500
171,000
134,000
126,000c
98,040
27,960
73,460
71,737
1,723
45,500
0.820
FL 260/340
9.0/24,000
6,085
10,330
171,000
6,297
141
117
2,360
25/FL 370
NA
NA
41,000
NA
NA
452
4,679
FL 390
0.097
470
5,550
FL 370
0.085
3,306
437
39,508
0.084/FL 390
6,285
443
66,854
0.094/FL 410
6,270
443
66,723
0.094/FL 410
6,348
442
66,886
0.095/FL 410
3,485
2+27
10,478
0.095/FL 410
4,290
6+54
29,534
0.102/FL 410
5,855
13+34
63,311
0.095/FL 410
Airbus
ACJ319
A319-133
$87,000,000
4+19/19/156
127.8/3.12
85.4/94.6/94.2
111.0
38.6
111.8
78.0/78.0/—
7.4/flat floor
12.2/11.6
160/NA
NA/NA
2 CFMI
CFM56-5B7/3*
27,000/ISA+29C
OC/—
169,530
168,650
137,790
128,970c
96,450**
32,520
73,080
72,560
520
40,560
0.820
FL 250/350
8.3/22,000
6,170
8,360
168,650
6,000
137
111
2,220
22/360
NA
NA
41,000
36,000
18,000
447
4,695
FL 370
0.095
470
5,830
FL 370
0.081
2,679
434
33,677
0.080/FL 370
6,134
442
66,673
0.092/FL 410
6,002
442
65,558
0.092/FL 410
6,200
442
67,207
0.092/FL 410
4,075
2+26
10,370
0.096/FL 410
4,280
6+54
30,070
0.100/FL 410
6,160
13+35
65,528
0.092/FL 410
Boeing
BBJ MAX8
737-8
$95,300,000
4+19/71/189
135.1/3.24
NA/NA/NA
129.7
40.3
117.8
91.9/98.5/98.5
7.1/flat floor
11.6/10.7
NA/NA
713/NA
2 CFMI
LEAP-1B
28,000/ISA+15C
OC/—
181,700
181,200
152,800
145,400c
110,000
35,400
71,700
69,814
1,886
36,300
0.820
FL 260/340
9.0/24,000
6,630
NA
NA
NA
NA
122
2,440
24/FL 350
NA
NA
41,000
NA
NA
455
NA
FL 380
NA
471
NA
FL 360
NA
2,692
NA
NA
NA/FL 370
6,521
NA
NA
NA/FL 390
6,555
NA
NA
NA/FL 390
6,619
NA
NA
NA/FL 390
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
Boeing
BBJ MAX9
737-9
$103,300,000
4+19/75/220
145.2/3.48
NA/NA/NA
138.3
40.3
117.8
100.6/107.2/107.2
7.1/flat floor
11.6/10.7
NA/NA
874/NA
2 CFMI
LEAP-1B
28,000/ISA+15C
OC/—
195,200
194,700
163,900
156,500c
118,080
38,420
77,120
73,325
3,795
38,700
0.820
FL 260/340
9.0/24,000
8,200
NA
NA
NA
NA
124
2,570
26/FL 330
NA
NA
41,000
NA
NA
457
NA
FL 360
NA
471
NA
FL 360
NA
2,628
NA
NA
NA/FL 350
6,300
NA
NA
NA/FL 390
6,376
NA
NA
NA/FL 410
6,441
NA
NA
NA/FL 410
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
NA
NA
NA
NA/NA
FAR 25 A 77, 1967/98
Split scimitar winglets.
2016 data.
FAR 25, 1999
*Also available with
26,500-lbf IAEV2527MA5 engines; includes
6 additional center tanks
plus VIP cabin.
**Spec weight.
BCA estimated data.
FAR 25 A TBD
All data preliminary.
2016 data.
FAR 25 A TBD
All data preliminary.
2016 data.
102 Business & Commercial Aviation | May 2017
www.bcadigital.com
20/Twenty
Fred George
Senior Editor
fred.george@penton.com
Gulfstream G550
Price/performance sweet spot in large-cabin class
FOR AS LITTLE AS $14 MILLION, YOU CAN BUY AN EARLY SERIAL
number 2003 Gulfstream G550, a large-cabin business aircraft
that’s capable of flying 8 passengers more than 6,700 nm. These
jets sold new for more than $45 million, so that’s a heady loss
of resale value for an aircraft that flies only 425 hr. per year on
average. Late model aircraft, however, command more than $45
million at resale time as they incorporate all the latest upgrades,
along with having low-time airframes and engines, plus factory
fresh paint and interiors.
The G550 is a 2003 amendment to the 1997 GV type certificate.
It’s known by FAA as the GV-SP and it’s actually the sixth iteration of the GII, which was first certified in 1967. Compared to the
GV, the G550 has four main improvements: Enhanced takeoff
performance, several drag reduction
details that boost range by 250 nm
and increase fuel efficiency, better
cabin space utilization and the PlaneView flight deck featuring Honeywell Primus Epic avionics.
Additionally, a seventh pair of windows was added to the fuselage and
the entry door is moved 2-ft. forward
to increase usable cabin length and
boost net cabin volume by 58 cu. ft.
More net storage capacity is available in the aft baggage bay due to the
installation of conformal water tanks and relocated vacuum lav
waste tank.
Max ramp weight and MTOW are increased by 500 lb. to provide more tanks-full payload. Typically equipped, the aircraft
can carry 8 passengers with full fuel. But that’s with a lean 106 lb.
allowance for tableware, galley stores, multiple meals, beverages,
water and cabin supplies.
Most aircraft are configured with a forward galley, crew rest
area and lavatory. Seating configurations accommodate 12 to 16
passengers. The main passenger cabin has three sections, usually including a forward, four-chair club section and a variety of
different layouts in the mid and aft cabin that can be configured
with a four-seat conference grouping, credenza, four-place divans and pairs of facing chairs, among other furnishings. The
cockpit features, four, 14-in., landscape configuration flat panel
displays with optional synthetic vision PFDs. This was the first
Gulfstream to be fitted with cursor control devices. But rather
than using track balls in the center console, Gulfstream developed side-wall mounted CCDs with integral arm rests, ergonomically angled handholds and thumb-operated force transducers
that control the cursors on screen.
G550 also has a standard Rockwell Collins HGS-6250 head
up guidance system and second-generation Elbit EVS II IR
enhanced vision system, significantly improving situational
104 Business & Commercial Aviation | May 2017
awareness in reduced visibility conditions, according to operators.
Gulfstream quotes 48,700 lb. as the average basic operating
weight, providing a 1,700 lb. full-fuel payload. Actual BOWs range
between 48,103 lb. and 48,800 lb., operators tell BCA. But they
also say it’s easy to balloon up to 49,300 lb., or more, if the galley is
chock-full and the aircraft is carrying supplies and spares needed
for the longest international missions.
Initial cruise altitude is FL 400 or FL 410 on long-range missions. Most operators plan on a first hour fuel burn of 4,500 to
5,000 lb., dropping to 3,000 lb. for the second hour and decreasing
to 2,400 lb .for the last hour of the mission. Many operators routinely fly their aircraft at Mach 0.83 to 0.85 on missions shorter
than 12 hr. Such cruise speeds enable them to fly non-stop between
most city pairs in North America
and Europe, and one-stop between
most cities in the Western Pacific
and North America. Anchorage is
a popular technical stop between
Asia and the U.S. where operators
refuel and change flight and cabin
crews. On shorter-range missions,
crews say they plan on 5,000 lb. for
the first hour, 4,000 lb. for the secGULFSTREAM AEROSPACE
ond hour and 3,000 lb. per hour for
the remainder of the flight.
These aircraft are not inexpensive to operate. Budget 500 to
550 gal. per hour for fuel, $700 to $950 per hour for engine reserves and 2.5 maintenance hours per flight hour for inspections,
plus another $250 per hour for parts. Having the aircraft enrolled
in Rolls-Royce CorporateCare or JSSI engine care programs is
a big plus at resale time.
With FAA’s Jan. 1, 2020 ADS-B deadline looming large, G550
buyers should look for aircraft having ASC 84B (Certification
Foxtrot) enhanced navigation packages that include WAAS GPS
receivers and ASC 105 ADS-B-compliant Honeywell Primus II
XS-858A Mode S transponders. Also, check time in service since
the last 96-month major airframe inspection. This event requires
at least three weeks down time, not including squawks. If the
ADS-B modification hasn’t been accomplished, that inspection is
an opportune time to schedule the upgrade.
The G550’s main competitors are Bombardier’s Global 6000,
which has a more spacious cross section, but less range and
higher direct operating costs, and the Dassault Falcon 7X offering a wider but shorter cabin, considerably better fuel efficiency
and fly-by-wire flight controls. Considering G550’s price-versusperformance blend, it’s one of the most desirable large-cabin aircraft on the pre-owned market, especially in light of Gulfstream’s
stellar product support. BCA
www.bcadigital.com
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TrueNorth and SD Satcom Direct, your
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On Duty
Edited by Jessica A. Salerno jessica.salerno@penton.com
News of promotions, appointments and honors involving professionals
within the business aviation community
υ⁳Air Berlin, Berlin, Germany, named Goetz Ahmelmann
chief commercial officer — a position from which he
was ousted two years ago — to support the company’s pivot toward a hub-and-spoke model. The company also has hired Carsten Schaeffer as senior vice
president of commercial strategy and distribution.
υ⁳Air France-KLM USA promoted Stephane Ormand to
vice president and general manager. He had been
vice president of pricing and revenue management
for short- and medium- haul operations.
υ⁳Alliance for Safety System of UAS through Research
Excellence (Assure), Starkville, Mississippi, named
Marty Rogers director of the FAA’s Center of Excellence for Unmanned Aircraft Systems at Mississippi
State University. Rogers most recently was Assure’s
interim director and was the business director for
the Alaska Center for Unmanned Aircraft Systems
Integration and the Pacific UAS Test Range Complex,
part of the University of Alaska Fairbanks.
υ⁳Avcorp Industries, Delta, British Columbia,
announced that Ed Merlo the company’s chief financial officer, has been appointed to the company’s
board of directors following the resignation of Ray
Castelli. Castelli joined the board in July 2010. He
resigned to focus on Weatherhaven, which he manages, after the company was awarded a large multiyear contract. Merlo will hold office until Avcorp’s
2017 annual general meeting, which will determine
board nominees for the year.
υ⁳Avinode, Göteborg, Sweden, promoted Annika Abraham to managing director of Europe, Middle East,
Africa and Asia division. Abraham has worked for
Avinode as chief financial officer for six years.
υ⁳C&L Aviation Group, Bangor, Maine, announced that
Robert Brega has joined the company as regional
sales manager. Brega most recently served as northeast regional sales manager at Duncan Aviation.
υ⁳Dassault Falcon Jet, Teterboro, New Jersey, appointed
Chris Hancock regional sales manager for the New
York Metropolitan area and Robert Friedlander will
serve as regional sales manager for the New England
territory, including upstate New York and Eastern
Pennsylania. They report to Jim Hurley, senior vice
president, Eastern U.S. and Canadian Sales.
υ⁳Duncan Aviation, Lincoln, Nebraska, named Nate
Darlington to the position of paint department manager for the company’s Battle Creek, Michigan, facility. Darlington has 16 years of experience. Jason
Burhoop has been named project manager at Duncan’s Lincoln, Nebraska, location. Burhoop joined
Duncan in 1999 and most recently served as engine
team leader.
υ⁳Elliott Aviation, Moline, Illinois, has hired Mike Menard as vice president of Operations at their headquarters. Most recently Mike was with Ace Precision
CHRIS HANCOCK
Machining serving as vice president. He also held
vice president positions at StandardAero and Dassault Aircraft Services.
υ⁳European Regions Airline Association, Lightwater,
Surrey, UK, named Angus von Schoenberg named vice
chairman of the Chief Financial Officers Group. Von
Schoenberg is chief investment officer for TrueNoord, a regional aircraft leasing company in AmsterROBERT FRIEDLANDER dam and London.
υ⁳Flying Colours Corp., Peterborough, Ontario, Canada, appointed Dave Stewart vice president and general manager of its USA facility in St. Louis, where
he is working to grow the site and adding engineers,
production and maintenance employees. Stewart
most recently served as director of operations for
the company.
NATE DARLINGTON
υ⁳General Aviation Manufacturers Association (GAMA),
Washington, D.C., announced that Sarah McCann has
joined the organization as communications director.
She replaces Mary Lynn Rynkiewicz. McCann comes
to GAMA from the National Air Traffic Controllers
Association where she served as senior communications and public affairs associate.
υ⁳Global Jet Capital, Boca Raton, Florida, announced
that Violet Kwek has joined the company as sales
MATT SARGENT
director of Greater China and North Asia. She will
be based in the company’s Hong Kong office. Most
recently, Kwek served as deputy head of corporate
banking for China Minsheng Banking Corp. in Hong
Kong.
υ⁳MAAS Aviation, Mobile, Alabama, appointed Geoffrey Myrick chief operating officer. Before joining
ADRIANNE BEASLEY
MAAS, Myrick served as vice president of sales for
Certified Aviation Services.
υ⁳Mecaer Aviation Group Inc., Borgomanero, Italy, has
hired Gary Brown as director of maintenance, overseeing the FAA Part 145 technicians at Northeast
Philadelphia Airport, which maintains many helicopter types and is a Leonardo service facility.
υ⁳National Transportation Safety Board, Washington,
MIKE MARIE
(continued on page 110)
If you would like to submit news of hires, promotions, appointments or awards for possible publication in On Duty, send email to
jessica.salerno@penton.com or call (520) 577-5124.
106 Business & Commercial Aviation | May 2017
www.bcadigital.com
Go Ahead. Stand on the Brakes.
See Us at EBACE 2017
Contact Tom Grunbeck for a meeting
tom.grunbeck@aircraftsystems.aero
+1-203-233-4262
Effective, Affordable Anti-Skid Braking for Your Aircraft
™
CERTIFIED | LIGHTWEIGHT | EASY TO INSTALL
Eclipse 500/550 | King Air B200/B300 | Pilatus PC-12/12NG
CONTACT TOM.GRUNBECK@AIRCRAFTSYSTEMS.AERO | 918.388.5940 | AIRCRAFTSYSTEMS.AERO/DEALERS.PHP
Products & Services Previews
By Jessica A. Salerno jessica.salerno@penton.com
1. Signature Updates
BLUESky AvGas and
TailWins Programs
2
Signature Flight Support has added new features and benefits to its TailWins rewards
program specifically for AvGas users. Pilots
are now rewarded for their AvGas purchases
with 10 TailWins rewards points for every gallon purchased. They are instantly redeemable for cash-equivalent gift cards including
a virtual Visa card, Amazon, Lowes, Home
Depot and over 40 other options. The app
can be downloaded free from the Apple
iTunes store or Google Play marketplace.
Signature Flight Support
www.signatureflight.com
2. Garmin, Jeppesen
Expand Garmin Plot App
Garmin and Jeppesen announced new wireless data transfer capabilities for Jeppesen
terminal charts that are accessed through
select Garmin avionics and the iOS-based
Garin Pilot app. Pilots using the GTN 650/750
or the G1000 NSi with Flight Stream 510 will
be able to wirelessly transfer Jepp terminal
charts through the iOS-based Garmin app to
their avionics systems The Flight Stream 510
MultiMediaCard (MMC) from Garmin includes
Database Concierge.
Jeppesen
www.jeppesen.com/garminpilot
Garmin
www.garmin.com/aviation
3
3. Heritage Develops
Maintenance Reporting
Portal
Heritage Aviation announced the development of Heritage Aware, a remote aircraft
maintenance-monitoring portal that allows
customers real-time access to updates and
work-in-progress reporting. Proprietary software allows customers to check the status
of the aircraft through a computer or a smart
hand-held device through a customized dashboard providing top line overviews with the
ability to drill down to the smallest detail.
4. RocketRoute Launches Loyalty Program
Heritage Aviation
Burlington, Vermont
800) 781-0773
www.flyheritage.com
RocketRoute
www.rocketroute.com
RocketRoute is now offering a new loyalty program called RocketRoute
Rewards. From ground handling and fuel to ground transportation and
flight concierge services, customers can earn cash rewards that can be
redeemed against any product or service within the RocketRoute shop.
Also, the reward can be taken as cash back.
108 Business & Commercial Aviation | May 2017
www.bcadigital.com
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COME SEE US AT EBACE | BOOTH R109 | MAY 22-24
Advertisers’ Index
American Aero FTW
Lektro
www.americanaero.com
www.lektro.com
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112
ACK Online
Luxivair SBD
acukwik.com/products
61
luxivairsbd.com
65
AcUKwik
acukwik.com
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Manassas Regional Airport
Advent
MRO Links
aircraftsystems.aero/dealers
107
manassasregionalairport.aero
8
mrolinks.com
81
AERO Specialties
www.aerospecialties.com
111
NBAA
nbaa.org/join
73
Aircraft Lighting
www.aircraftlighting.com
109
Pilatus
www.pilatus-aircraft.com
17
AMSTAT
www.amstatcorp.com
9
BAE Systems
Piper
piper.com/M600
103
www.baesystems.com/flightcontrols
R&O Aircraft Center
15
www.rnoaircraft.com
115
Boston Jet Search
www.bostonjetsearch.com
10
Reliable Jet Maintenance
www.reliablejet.com
114
Breitling
www.breitling.com
5
Robinson Helicopter
www.robinsonheli.com
4
Castle & Cook Aviation
www.castlecookaviation.com
55
Daher
www.tbm.aero
23
Ross Aviation
IBC
S.E.A.L. Aviation
www.sealaviation.com
111
Dassault
www.dassaultfalcon.com
BC
Embraer Executive Jets
Schweiss
www.schweissdoors.com
114
embraerexecutivejets.com/keith
Send Solutions
13
www.send.aero
115
Flight Safety International
flightsafety.com
37
Garmin
garmin.com/aviation
3
Sheltair
www.sheltairaviation.com
75
SmartSky Networks
smartskynetworks.com
19
GE Aviation
www.geaviation.com/flight-risk-management
30
Survival Products
survivalproductsinc.com
4
GE Honda AeroEngines
gehonda.com
Textron
45
txtav.com
29
Gulfstream
gulfstream.com/symmetry
IFC
Hawkeye Aircraft
The Drake Group
drake-group.com
115
www.hawkeye-aircraft.com
113
HillAero
TNA - Aviation Technologies
www.tna-aviation.com
115
www.hillaero.com
112
TrueNorth
JB Aviation
truenorth.aero
105
www.jbaviation.com
111
JSSI
World Fuel Services
wfscorp.com
jetsupport.com
21
110 Business & Commercial Aviation | May 2017
31
On Duty
D.C., announced that Board Member
Robert L. Sumwalt will again serve as
the agency’s vice chairman following his
designation as vice chairman by President Donald Trump.
υ⁳OCV Control Valves, Tulsa, Oklahoma,
appointed Megan Sutton logistics and
customer service manager responsible
for overseeing import and export trade
compliance, manage domestic and
international shipment routings and
work with its sales team. Most recently,
Sutton ser ved on OVC’s executive
administration team.
υ⁳Pro Star Aviation, Londonderry, New
Hampshire, announced that Matt Sargent is joining the company’s Challenger
maintenance program at ManchesterBoston Regional Airpor t. Matt has
nearly 30 years of corporate aviation
maintenance experience.
υ⁳Ross Aviation, Thermal, California,
named Tim Goulet general manager.
Most recently, Goulet served as business development manager of Universal Weather and Aviation and is a board
member of the Southern California Business Aviation Association.
υ⁳S an D iego C ount y Reg ional A ir port Authority, San Diego, California,
announced that Kimberly Becker has
been named president and CEO. She
will begin her position May 1, succeeding Thella Bowens, who is retiring on
March 31. Angela Shafer-Payne, vice
president of operations, will serve as
interim president and CEO.
υ⁳South Carolina Council on Competitiveness, Columbia, South Carolina, named
Adrianne Beasley has been named to
replace Deborah Cameron as director
of aerospace initiatives.
υ⁳The Midlands Aerospace Alliance
(MAA), Coventry, UK, elected Peter Smith,
chief executive and chairman of Nasmyth Group, vice chairman. The MAA is
a regional aerospace alliance.
υ⁳Universal Avionics, Tucson, Arizona,
announced that Mike Marie has been
appointed to the position of regional
sales manager for the Central U.S. Mike
is based in Columbus, Ohio area. He
has held positions with Sandel Avionics,
DAC International, Avidyne and Ryan
International. Bruce Bunevich now will
represent the Southeast region. BCA
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Business & Commercial Aviation | May 2017 111
Products & Services Previews
6
5. Universal Aviation to
Provide Service
and Training at PGGS
Universal Aviation Thailand will provide customer
service and ramp safety training to PGGS, the dedicated ground handler for Koh Samui International
Airport (VTSM). Universal will have team member
based in Samui supporting PGGS. All invoices will
continue coming from PGGS to avoid confusion in
the market. The new parking and customer service changes will be implement by the end of May.
Universal Aviation is also expanding its presence
in the Asia-Pacific regional with the addition of
Universal Aviation Maldives, a join venture with
Inner Maldives. The base will be at Male International Airport (VRMM) and will begin operation by
summer. Universal Aviation Maldives will provide
ground support and supervision throughout the
Maldives, including Male and Gan.
Universal Weather & Aviation
www.uni-wea.com
LEKTRO
6. West Star Gets an STC for Falcon 900/900EX
West Star Aviation received an STC for the installation of Universal
Serial Bus (ISB) cabin charging ports on Innov8 Cabin Solutions Cabin
FLEX (CFLEX) Charge systems that features a USB charging option
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112 Business & Commercial Aviation | May 2017
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Products & Services Previews
7. Ross Aviation Now a Gateway
Ross Aviation (KLGB) in Long Beach, California, was named as a gateway
FBO through the DCA Access Standard Security Program, granting flights
leaving he operation the ability to fly directly to Ronald Reagan Washington
National Airport (KDCA) in Washington, D.C. Ross at Long Beach offers a
full line-up of professional services and amenities.
Ross Aviation
www.rossaiation.com
114 Business & Commercial Aviation | May 2017
www.bcadigital.com
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Business & Commercial Aviation | May 2017 115
BCA 50 Years Ago
May 1967 News
Our intent is not to use Time as a whipping boy.
Other leading news media have also been unjust
in their treatment of general aviation. . . .
Edited by Jessica A. Salerno jessica.salerno@penton.com
. . . General aviation if it is to fare well in the assemblies of
public opinion better start reaching these men with the whole
truth. We have a good story. Let’s tell it! – BCA Staff
Lear Jet 24
Super Skymaster
Gates Rubber Co. of Denver has purchased controlling interest of Lear Jet with the
acquisition of common stock owned by Bill Lear, some
60% of total outstanding. Unsubstantiated reports
say $14 million, with $100,000 per year retainer to
Bill Lear. It was also rumored that $5 million in bonds
were involved in deal to settle the company’s debts.
Lear Jet was founded in 1962.
Cessna’s Tandem Twin Super Skymaster, takes on turbocharging for 1967 with its new
model that is priced at $49,950 offering top
speed of 232 mph at 20,000 ft., service ceiling
of 31,000 ft. New version has 4 passengers (5-6
passengers in air taxi configuration). Cessna uses
the Lycoming TSIO-360-A/Bs, 210 hp each with
max horsepower from sea level to 12,000 ft.
Stretched Sabreliner, Series 60 from
North American, is captured in flight
through the window of a smaller Series
40 Sabreliner. Series 60 will be offered
along with standard model, but using
P&WC 3,300-lb. JT12A-8 turbojets.
Stretched model weighs 20,000 lb. at
takeoff, offers 25% more cabin room,
900 lb. more payload. Fully equipped
price for Model Series 60 is around $1.3
million.
Business jet lease plan is offered by Remmert-Werner, distributor for North
American Sabreliner. Termed “Investment Credit Lease,” the intent is to make jets
available on a trial/lease basis for long or short terms.
The first Riley Turbo Heron was certificated March 3. Bought by Robert Reed, former
publisher of Business & Commercial Aviation
(BCA), the new plane is being leased to Virgin
Islands Airways for routes connecting St. Croix,
San Juan, Puerto Rico and St. Thomas.
Pan A
Helicoportm
Helicopter service from Teterboro and
Westchester is now in operation. Fourteen flights
daily fly between Teterboro and the Pan Am Building in Manhattan (a 5-min. flight) Fare is $6.00.
Seventeen flights daily between Teterboro and
JFK ($12.00). There are four daily flights between
Westchester and JFK. BCA
116 Business & Commercial Aviation | May 2017
The new Cessna 310L for 1967. Improvements in the new model include a onepiece windshield and white instrument
panel lighting. The new landing gear
design softens landings and taxiing,
and allows gear extension at aircraft
speeds up to 160 mph.
www.bcadigital.com
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